Patent Publication Number: US-11038551-B2

Title: Predictive analytics for broadband over power line data

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation application to U.S. patent application Ser. No. 16/147,166 filed on Sep. 28, 2018, now U.S. Pat. No. 10,615,848 issued on Apr. 7, 2020, the disclosure of which is hereby incorporated by reference in its entirety. 
    
    
     FIELD OF THE DISCLOSURE 
     The present disclosure is directed to systems and methods for monitoring and analyzing electrical and network components. More particularly, the present disclosure is directed to systems and methods for monitoring, sensing, managing, and analyzing data characterizing Broadband over Power Line (BPL) links, BPL modems, and other electrical and network components, where the data is collected at multi-use power interface. 
     BACKGROUND 
     The cabling and connectors used to connect vehicles (e.g., aircraft) to ground power units are used in harsh environments such as airports where they are subject to weather, corrosive chemicals, temperature and humidity fluctuations, moisture, and physical trauma caused by ground carts, fuel trucks and catering vehicles sometimes running over the cabling. Over time, these harsh environments can result in faulty conditions in the cabling and connectors. Traditionally, extensive trouble shooting is required to isolate faulty conditions in connections between a ground power unit and an aircraft. 
     Systems operating onboard a vehicle can generate as well as receive significant amounts of data. For example, in the case of an aircraft, advanced avionics, in-flight entertainment systems, catering systems, passenger systems, and other onboard systems generate and/or utilize substantial amounts of data. As just one particular example for an aircraft, significant data is generated in connection with onboard monitoring systems, such as engine monitoring systems. Engine monitoring data can include, for example, compression ratios, rotations per minute, temperature, vibration, and other engine operational data. In addition, inflight entertainment systems for aircraft also can involve significant data, such as terabytes of data for a suite of movies. 
     BPL can be used to transmit data over electrical links (e.g., electrical cables connecting a vehicle to a ground power unit). BPL allows relatively high-speed digital data transmission over electric power distribution wiring by using higher frequencies, a wider frequency range, and different technologies from other forms of power-line communications to provide relatively high-rate data communications. BPL links can be used as part of power interfaces that electrically and communicatively couple ground power units to vehicles such as aircraft. However, conventional power interfaces provide little to no indication of the health of electrical power or data communications links at the vehicle end of the power interfaces (e.g., a plug or connector mating a power interface cable to a vehicle such as an airplane). 
     There is therefore a need for an improved technology for quickly and accurately monitoring health statuses of BPL links, BPL modems, and other electrical and network components at a multi-use power interface in order to enhance reliability for both electrical power and high speed digital communications in harsh operating environments. 
     SUMMARY 
     The present disclosure relates to a method, system, and apparatus for monitoring and analyzing data collected at a multi-use power interface for a vehicle (e.g., an airplane). In particular, the data includes BPL data collected at a connector that is operable to connect the multi-use power interface to a vehicle. The method, system, and apparatus quickly and accurately monitor health statuses of BPL links, BPL modems, and other electrical and network components using standard network monitoring applications and processes at a multi-use power interface. 
     A system for analyzing data characterizing electrical and network components, the system includes a plurality of sensors configured to measure physical parameters related to electrical power transmission and data transfer. The system also includes a server comprising a processor, and a memory storing instructions thereon, that when executed by the processor, cause the server to perform operations. The operations include obtaining, from the plurality of sensors, measurements of physical parameters related to electrical power transmission and data transfer corresponding to a plurality of Broadband over Power Line (BPL) data links and a multi-use power interface configured to be electrically and communicatively coupled to a vehicle via the plurality of BPL data links. The operations also include receiving identification information, location information, and a timestamp associated with a connector of the multi-use power interface. The operations further include storing, in the memory, the obtained measurements of the physical parameters, the identification information, the location information, and the timestamp. The operations additionally include detecting a change of the connector of the multi-use power interface. The operations also include identifying trends in parameters by comparing the stored measurements of the physical parameters, the stored identification information, and the stored location information to historical data. The operations further include predicting, based on correlating the identified trends to the detected change, a pending failure of one or more of a network component and an electrical component; and then transmitting an alert indicating the pending failure to a stakeholder associated with the one or more of the network component and the electrical component. 
     In another implementation, the plurality of sensors in the system include one or more of a time domain reflectometer (TDR) and a frequency domain reflectometer (FDR) configured to collect power quality data by characterizing electrical conductors in the plurality of BPL data links. 
     A computer implemented method for analyzing data characterizing electrical and network components is also disclosed. The method includes obtaining, by a computing device, from a plurality of sensors, measurements of physical parameters related to electrical power transmission and data transfer corresponding to a plurality of Broadband over Power Line (BPL) data links and a multi-use power interface configured to be electrically and communicatively coupled to a vehicle via the plurality of BPL data links. The method also includes receiving, at the computing device, identification information, location information, and a timestamp associated with a connector of the multi-use power interface. The method further includes storing, in a memory of the computing device, the obtained measurements of the physical parameters, the identification information, the location information, and the timestamp. The method additionally includes detecting, by the computing device, a change of the connector of the multi-use power interface. The method also includes identifying, by the computing device, trends in parameters by comparing the stored measurements of the physical parameters, the stored identification information, and the stored location information to historical data. The method further includes predicting, by the computing device, based on correlating the identified trends to the detected change, a pending failure of one or more of a network component and an electrical component; and then transmitting, from the computing device, an alert indicating the pending failure to a stakeholder associated with the one or more of the network component and the electrical component. 
     It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present teachings, as claimed. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The accompanying drawings, which are incorporated into and constitute a part of this specification, illustrate implementations of the disclosure and together with the description, serve to explain the principles of the disclosure. 
         FIG. 1  is a diagram illustrating an example operating environment including a multi-use power interface connected to a vehicle and a ground power system, according to one or more implementations of the disclosure. 
         FIG. 2  is a diagram illustrating an example multi-use power interface connector that includes a user interface for displaying statuses of electrical and network characteristics, according to one or more implementations of the disclosure. 
         FIG. 3  is a diagram illustrating an example detachable adapter for a multi-use power interface connector that includes a user interface for displaying statuses of electrical and network characteristics, according to one or more implementations of the disclosure. 
         FIG. 4  is a diagram illustrating an example system for monitoring electrical and network components, according to one or more implementations of the disclosure. 
         FIG. 5  is a diagram illustrating an example system architecture for monitoring electrical and network components, according to one or more implementations of the disclosure. 
         FIG. 6  is a diagram illustrating example system components for use in connecting a multi-use power interface to a vehicle, according to one or more implementations of the disclosure. 
         FIG. 7  illustrates a flowchart of a method for monitoring and analyzing BPL data collected at a connector of a multi-use power interface, according to one or more implementations of the disclosure. 
         FIG. 8  illustrates a flowchart of a method for performing predictive analytics with collected sensor data and BPL data, according to one or more implementations of the disclosure. 
         FIG. 9  is a block diagram illustrating an example of a computing system that can be used in conjunction with one or more implementations of the disclosure. 
     
    
    
     It should be noted that some details of the figures have been simplified and are drawn to facilitate understanding rather than to maintain strict structural accuracy, detail, and scale. 
     DESCRIPTION 
     Reference will now be made in detail to the present teachings, examples of which are illustrated in the accompanying drawings. In the drawings, like reference numerals have been used throughout to designate identical elements. In the following description, reference is made to the accompanying drawings that form a part thereof, and in which is shown by way of illustration specific examples of practicing the present teachings. The following description is, therefore, merely exemplary. 
     The systems and methods disclosed herein monitor components of an electrical power system and data network components by leveraging existing electrical infrastructure (e.g., BPL modems and communication links) to collect sensor data using standards based network monitoring applications and processes. 
     The systems and methods use an enhanced connector (e.g., a smart stinger connector or plug) of a multi-use power interface (e.g., a stinger cable) that connects a vehicle (e.g., an airplane) to ground systems (e.g., ground power systems). The connector remains fully functional and communicative at all times and does not require a vehicle (e.g., an airplane) to be connected in order to determine the health of the stinger cable. The systems and methods also provide a robust assessment of the functionality of the multi-use power interface, so that if there is a communication issue (e.g., fault or malfunction) detected, the issue can be more readily isolated and corrected. Implementations disclosed herein support reliable ground operations (e.g., airport operations), improve troubleshooting, and ensure that the responsible organization is identified and notified for corrective action. In some implementations, big data analytics (e.g., predictive analytics) ensure that the responsible organization is proactively notified when a failure of a monitored device is predicted. Such implementations enable proactive support for the devices being monitored. The systems and methods enhance cyber security and reliability for both electrical power and high speed digital communications in harsh operating environments, such as airports. The systems and methods disclosed herein monitor and analyze the health and performance of an interface between a ground network and airplane systems without requiring an airplane to be connected and communicating with the ground network. In such scenarios, monitoring includes using local storage (e.g., in a storage device or memory of the connector) to collect sensor data until reconnection occurs. Upon reconnection, some implementations then deliver of the locally stored data along with time stamps on what occurred while no data connection was available. 
     The systems and methods disclosed herein monitor and analyze BPL data collected at a connector of a multi-use power interface in order to detect and predict health statuses of components of electrical and network systems. More particularly, the systems and methods disclosed herein monitor both the electrical and network systems at an enhanced connector of a multi-use power interface (e.g., an improved power stinger plug). Some implementations use a Time Domain Reflectometer (TDR) or a Frequency Domain Reflectometer (FDR) to characterize electrical conductors in the connector of the multi-use power interface. As would be understood by one skilled in the relevant art, a TDR is an electronic instrument that uses time-domain reflectometry, and a FDR is an electronic instrument that uses a frequency-domain sweep, to characterize and locate faults in electrical conductors, such as, for example, cables (e.g., coaxial cables), and other electrical wiring. A TDR or FDR can also be used to locate discontinuities in an electrical connector, printed circuit board, and other types of electrical paths. The systems and methods provide immediate functional statuses for components of the monitored electrical and network systems, either in a user interface at the multi-use power interface, or at a user interface of a computing device that is communicatively coupled to the connector of the multi-use power interface, but remote from the connector. In some implementations, the connector of the multi-use power interface includes a display device, such as, for example, a touchscreen display device or an LCD screen, for presenting immediate functional statuses for components of the electrical and network systems. In additional or alternative implementations, the connector of the multi-use power interface presents functional statuses for components of the monitored electrical and network systems by illuminating multicolor light emitting diodes (LEDs) and strobe lights. For instance, such implementations could use LEDs to indicate healthy data and electrical connections. 
     The systems and methods also flag conditions that could lead to failure. Additionally, the systems and methods collect sensor data, and store historical readings of such sensor data to enable big data analytics to be performed. Such big data analytics can be used to predict, based on patterns in the historical data and known past events (e.g., component failures and faults in electrical connections), conditions that could lead to future events. In this way, data monitoring and analysis performed by the systems and methods enable health prognostication for components of the monitored electrical and network systems. The systems and methods also characterize to cross-check the impedance characteristic of a gate power source and an electrical load characteristic of a vehicle (e.g., an airplane). 
     The systems and methods monitor and analyze electrical and data health information and present the analysis results (e.g., functional health statuses of data links) to a user such as, for example, a mechanic or ground crewmember plugging a connector of a multi-use power interface into a vehicle. In some implementations, the results are displayed in a user interface at a connector connecting a multi-use power interface to a vehicle (e.g., a stinger plug enhanced with a user interface). These implementations provide functional health status information all the way to a vehicle (e.g., an airplane). In additional or alternative implementations, the systems and methods also monitor and analyze power quality information. According to some implementations, the analysis of power quality information is similar to power grid health monitoring. These electrical and data monitoring capabilities and health status indications also enable data analytics and extend fault detection capabilities to fault prognostication for both the electrical power and data connections of a multi-use power interface (e.g., a stinger cable). 
       FIG. 1  is a diagram showing an example operating environment  100  for monitoring and analyzing network and electrical components, in accordance with at least one implementation of the present disclosure. As shown in  FIG. 1 , the operating environment  100  includes a multi-use power interface  110  connected to an exemplary vehicle  120  and an exemplary ground power system  130 . 
     In the example of  FIG. 1 , the multi-use power interface  110  is a cable connected to the vehicle  120 , and the vehicle  120  is an airplane. However, in other implementations, various different types of vehicles can be employed for the vehicle  120  of the disclosed methods and systems including, but not limited to airborne vehicles (e.g., airplanes, helicopters, drones, and other aircraft), space vehicles (e.g., space planes and satellites), terrestrial vehicles (e.g., locomotives tanks, trucks, cars, motorcycles, electric bicycles, and other terrestrial motor vehicles), and marine vehicles (e.g., ships, boats, and other watercraft). 
     As shown in  FIG. 1 , the vehicle  120  (e.g., the airplane) includes a connector  140  mounted on the external surface of the body (e.g., a fuselage) of the vehicle  120  so that the connector  140  of the vehicle  120  is accessible to ground crew personnel. The connector  140  of the vehicle  120  comprises a plurality of sockets for mating with one end  160  of the multi-use power interface  110 . 
     The one end  160  of the multi-use power interface  110  includes a connector  150  (see, e.g., connector  150  and connector housing  250  of  FIG. 2 ). The connector  150  comprises a plurality of pins (see, e.g., pins  210   a ,  210   b ,  210   c ,  220 ,  230   a  and  230   b  of  FIG. 2 ). With continued reference to  FIG. 1 , the other end  170  of the multi-use power interface  110  is connected to the ground power system  130 . Although the ground power system  130  is schematically illustrated as a ground power cart in the example operating environment  100  of  FIG. 1 , components of the ground power system  130  can be integrated into other physical components, such as, for instance, at an airplane gate, such as into a jetway or jet bridge system at an airport or airbase. 
     When the vehicle  120  is on the ground, ground crew personnel connect the connector  150  of the multi-use power interface  110  to the connector  140  of the vehicle  120  such that the connector  150  is both electrically and communicatively coupled to the connector  140  of the vehicle  120 . 
     In certain implementations, the connector  150  is operable to be electrically and communicatively coupled to the vehicle  120  via BPL data links. In addition to providing electrical and communications connectivity between the vehicle  120  and the ground power system  130 , the connector  150  is configured to monitor components of electrical and network systems. In some implementations, a portion of this monitoring can be performed whether the connector  150  is connected to the vehicle  120  or not. For example, the connector  150  can report its own health and network health before the connector  150  is connected to the vehicle  120 . As shown in  FIG. 1 , the ground power system  130  can include a multi-communication network interface  104  for exchanging communications via a ground-based network  102  using any communications protocol that enables broadband communication. In one example, the ground-based network  102  can be embodied as an Internet Protocol (IP) network. 
     Similarly, some monitoring can be performed whether the connector  150  is connected to the ground power system  130  or not. For example, when disconnected from one or both the vehicle  120  and the ground power system  130 , the connector  150  can obtain data from sensors (not shown, but see handheld BPL modem  511  and endpoint BPL modem  514  in  FIG. 5 ) that are configured to monitor and collect data characterizing functional health statuses of electrical conductors and data links within the connector  150  itself. In some implementations, local storage (e.g., a memory or storage device within the connector  150 ) can be used while the connector is disconnected from the ground power system  130  in order to store pertinent data until a reconnection with the ground power system  130  occurs. 
     When the connector  150  is connected to the vehicle  120 , the monitored components include components of electrical and network systems on the vehicle  120 . For example, the connector  150  can be configured to be electrically and communicatively coupled to the vehicle  120  via BPL data links. In such implementations, the connector  150  can receive power quality data and load management data from sensors that are configured to collect power quality data and load management data for transmission over the BPL data links at the vehicle  120 , and for the connector  150  itself. When the connector  150  is connected to the ground power system  130 , the monitored components can include electrical and network components within the ground power system  130 . In various implementations, the connector  150  transmits, via data links in the multi-use power interface  110 , the received power quality data and load management data to a remote store or data repository for analysis. In some implementations, this analysis can include using big data analytics techniques to determine, based on sensor data received by the connector  150 , respective functional health statuses of monitored network and electrical components. Such sensor data can include historical data received and stored by the connector or by another storage device over time. The analysis can also include determining, based on the received sensor data, functional health statuses of alternating current (AC) power lines (e.g., stinger AC lines) when the connector  150  is not connected to the aircraft vehicle  120  and when the connector  150  is connected to the aircraft vehicle  120 . In certain implementations, this data can be forwarded to a centralized network monitoring application. In additional or alternative implementations, the analysis can also include real-time monitoring and management of BPL modem operations and modem links. The analysis can also include using data analytics to determine stinger AC line health history. As will be described in more detail below with reference to  FIG. 2 , the analysis results (e.g., functional health statuses of network and electrical components) can be displayed in real-time at the connector  150  in a user interface (see, e.g., user interface  290  of  FIG. 2 ) via LED status indicators installed at the connector  150  (e.g., stinger connector) so that personnel at the aircraft interface with the connector  150  can immediately ascertain the functional health statuses. In some implementations, the connector  150  can include application software with a graphical user interface (GUI) to view real-time analysis of the functional health status of the connector  150  (e.g., stinger health) and the functional health statuses of network components such as BPL modems (e.g., operational statuses of BPL modems). According to alternative or additional implementations, such functional health statuses can also be printed out in a report and viewed or printed with an interactive GUI operable to accept user input in order to provider the user with the ability to control the parameters that the user wishes to print or view. 
     As will be described in more detail below with reference to  FIG. 2 , the multi-use power interface  110  can comprise both optical portions (e.g., an optical fiber(s) or fiber optic cable) and power portions (e.g., electrical conductive materials). For example, connectors  140  and  150  can comprise optical portions (e.g., an optical fiber(s) or fiber optic cable) and power portions (e.g., electrical conductive materials). During operation, data is transferred back and forth between at least one onboard system (not shown) on the vehicle  120  and the components in the ground power system  130  via connectors  140  and  150  and the multi-use power interface  110 . In addition, power is supplied to at least one onboard system (not shown) on the vehicle  120  from the ground power system  130  via connectors  140  and  150  and the multi-use power interface  110 . 
     In various implementations, at least one onboard system of the vehicle  120  can include various different types of systems including, but not limited to, an avionics system, an aircraft control domain system, an aircraft information system, a video surveillance system, an inflight entertainment system, and/or a mission system. In at least one implementation, the data comprises at least one of aircraft control domain data (e.g., avionics data, flight management computer data), aircraft information systems data (e.g., weather data, aircraft state data, ambient temperature data, winds data, runway location data, flight level for descent data), or inflight entertainment data (e.g., movies data, music data, and games data). 
     It should be noted that in other implementations, the vehicle  120  can comprise more than the single connector  140  depicted in  FIG. 1 . In accordance with such implementations, separate multi-use power interfaces  110  at connectors  150  will be connected respectively to the connectors  140  of the vehicle  120 . According to these implementations, the multi-use power interfaces  110  at connectors  150  can be connected to more than one ground power system  130 . In such implementations, components of electrical and network systems will be monitored by the multi-use power interfaces  110  at connector  150  and the monitored data will be transmitted to a central data store or data repository for analysis. In scenarios where the connector  150  is not connected to a ground power system  130 , the monitored data is stored in a local data store at the connector  150 . For example, if the connector  150  is temporarily disconnected from the ground power system  130 , data collected from sensors is stored in a local memory or storage medium at the connector  150  until reconnection with the ground power system  130  occurs. 
       FIG. 2  is a diagram  200  showing an exemplary user interface  290  of a connector  150  of the multi-use power interface  110  of  FIG. 1 , in accordance with at least one implementation. As shown in diagram  200 , the example multi-use power interface connector  150  includes a user interface  290  for displaying statuses of electrical and network characteristics. To produce, store, and display the results presented in the user interface  290 , the connector can include a processor (e.g., a central processing unit (CPU)) and local data storage (not shown, but see processor unit  904  and storage devices  916  of  FIG. 9 ). For example, the connector  150  can include integrated, processor-based current/voltage/temperature/magnetic field strength sensors (e.g., a multimeter with thermometer and magnetometer), a BPL modem, and an embedded flat-screen display device, in addition to a locally hosted data collection and analysis capability using local storage and an embedded CPU. In an exemplary implementation, the user interface  290  can include LEDs that are illuminated in colored patterns (e.g., blinking red to indicate a fault or a passive circuit). 
     The connector  150  mounts (e.g., mates) to the connector  140  (as shown in  FIG. 1 ) of the vehicle  120 . The connector  150  comprises a housing  250  having the user interface  290 , an insulated base  260  and a sidewall  270  extending around the base  260 . According to some implementations, the housing  250  can also include a machine readable optical bar code such as, for example, a quick response code (QR code) or a radio-frequency identification (RFID) tag that can be read and used to uniquely identify the multi-use power interface  110  and the connector  150 . 
     In alternative or additional implementations shown in  FIG. 2 , the connector  150  can include a wireless communications interface  292  for wirelessly communicating with a mobile device (not shown) running application software for displaying an expanded version of the user interface  290  on a display of the mobile device. For instance, the mobile device can be embodied as a smartphone or a tablet device that executes application software for rendering a version of the user interface  290  on the display of the mobile device in either an ad-hoc basis or an infrastructure mode. The wireless communications interface  292  can wirelessly communicate with the mobile device using one or more wireless communication protocols or technologies, including time division multiple access (TDMA), code division multiple access (CDMA), global system for mobile communications (GSM), Enhanced Data GSM Environment (EDGE), wideband code division multiple access (W-CDMA), Long Term Evolution (LTE), LTE-Advanced, Wi-Fi (such as IEEE 802.11), Bluetooth, Wi-MAX, near field communication (NFC) protocol, or any other suitable wireless communications protocol. For example, the wireless communications interface  292  can be implemented as a radio transceiver that is integrated into the housing  250  and is operable to exchange data wirelessly with application software running on a smartphone or tablet device. In particular, the wireless communications interface  292  can communicate over several different types of wireless networks depending on the range required for the communication. For example, a short-range wireless transceiver (e.g., Bluetooth or NFC), a medium-range wireless transceiver (e.g., Wi-Fi), and/or a long-range wireless transceiver can be used depending on the type of communication or the range of the communication. 
     As further shown in  FIG. 2 , the connector  150  can also include an external wired communications interface  294  that is integrated into the housing  250  and that can be used to connect to a portable and disconnect-able device that provides a user interface. In some implementations, the wired communications interface  294  can be used to send data to a portable device that displays an expanded version of the user interface  290 . The wired communications interface  294  can be used to communicate with the portable device using one or more communication protocols or technologies, including an Internet Protocol (IP), a Serial connection protocol, or any other suitable communication protocol. In some implementations, the portable device can include a BPL modem that can communicate directly with or through the BPL modem that is included within the connector  150 . Also, for instance, the portable device can include electrical power sensors as an alternative to using internally resident sensors within the connector  150 . Further, for example, the portable device can be implemented as a dis-connectable AC power sensor that includes a BPL modem and a display device for rendering an expanded version of the user interface  290  shown in  FIG. 2 . In various implementations, the portable device can be connected to the connector  150  through the wireless communications interface  292  or the wired communications interface  294 . That is, the portable device can have a wired or wireless interconnection to the connector  150 . In various implementations, the portable device can host and execute a stand-alone application, it can access a custom extension of a centralized networking monitoring solution, or it can run a custom application focused on metrics as required by that application. According to certain implementations, the application can print or view current, historical, or predictive health statuses based on the results of data analytics (e.g., predictive analytics). 
     As depicted in  FIG. 2 , the user interface  290  includes status indicators  290   a ,  290   b ,  290   c ,  290   d ,  290   e , and  290   f , which indicate respective functional health statuses of electrical and network components. In some implementations, the status indicators  290   a ,  290   b ,  290   c ,  290   d ,  290   e , and  290   f  are LEDs that can be illuminated in certain patterns (e.g., colors, blinking, pulsing) to indicate functional health statuses corresponding to characteristics of electrical and data links. In the example of  FIG. 2 , the status indicators  290   a ,  290   b ,  290   c ,  290   d ,  290   e , and  290   f  indicate the functional status of characteristics of data (e.g., data links), time, fiber (e.g., the current data transfer rate of a 127 Megabit per second (Mbps) fiber data link), voltage, current, and phase A (e.g., voltage for a phase of a three-phase alternating current (AC) line). 
     In an example implementation, a processor of the connector  150  can cause the status indicator  290   a  to be illuminated in green in response to determining that BPL data links of the connector  150  are healthy (e.g., operating within an expected data rate range). Also, for example, the processor of the connector  150  can cause the status indicator  290   a  to pulse yellow in response to determining that one or more BPL data links of the connector  150  are operating below an expected data rate range (e.g., not healthy). Further, for example, the processor of the connector  150  can cause the status indicator  290   a  to blink red in response to determining that a majority (or all) of the BPL data links of the connector  150  are operating below an expected data rate range. 
     As illustrated in  FIG. 2 , six pins  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b  extend from the base  260  of the connector  150 . Each pin  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b  includes a straight tip power portion (an outer conductive ferrule with electrical conductivity material, such as aluminum, copper or steel as metallic element)  280   a ,  280   b ,  280   c ,  280   d ,  280   e ,  280   f  and an optical data link core portion (which comprises at least a single strand of single-mode or multi-mode type optical fiber or alternatively configured individually as Gigabit range Ethernet ports with copper and fiber optic cable assembly)  240   a ,  240   b ,  240   c ,  240   d ,  240   e ,  240   f . The optical portion  240   a ,  240   b ,  240   c ,  240   d ,  240   e ,  240   f  of each of the pins  210   a ,  210   b ,  210   c ,  220 ,  230   a ,  230   b  extends within and is coextensive (e.g., flush) with an end of the power portion  280   a ,  280   b ,  280   c ,  280   d ,  280   e ,  280   f  of the pin  210   a ,  210   b ,  210   c ,  220 ,  230   a ,  230   b . Alternatively, the connector  150  includes only electrical conductivity material pins  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b , without an optical data link core portion. 
     In one or more implementations, the power portion  280   a ,  280   b ,  280   c  of pins  210   a ,  210   b ,  210   c  delivers three-phase alternating current (AC) power (i.e., each of the three pins  210   a ,  210   b ,  210   c  has a different sinusoidal phase) to the vehicle  120 . Pin  220  is a neutral pin and operates as ground. Pins  230   a  and  230   b  are interlocking pins that are used to ensure that the pins  210   a ,  210   b ,  210   c ,  220  of the connector  150  are properly seated (e.g., mated) within sockets of the connector  140  of the vehicle  120 . As such, during operation, to prevent the multi-use power interface  110  from being energized with power before the connector  150  is fully seated in connector  140  of the vehicle  120 , the interlocking pins  230   a  and  230   b  will not allow the ground power system  130  to provide power to the multi-use power interface  110  and vehicle  120  until the pins  210   a ,  210   b ,  210   c ,  220 ,  230   a  and  230   b  are all fully seated within the sockets of connector  150 . The interlocking pins  230   a  and  230   b  are shorter in length to ensure that the longer pins  210   a ,  210   b ,  210   c ,  220  of the connector  150  are fully seated in the sockets of connector  140  of the vehicle  120 . This protective feature provided by the interlocking pins  230   a  and  230   b  provides arc flash mitigation (e.g., prevents arcing in the connector  150  to the aircraft vehicle  120 ) and provides safety to the ground crew (e.g., prevents the ground crew from being shocked by handling a loose multi-use power interface  110  that is energized). According to some implementations, there can be a protective shield around the portable device. 
     According to an example implementation, the processor of the connector  150  can cause the status indicator  290   d  to be illuminated in green in response to determining that power portions (e.g., conductive portions comprising electrical conductive materials) of the connector  150  are providing voltages that are within an expected voltage range (e.g., whether the provided voltage is 115+/−5 volts alternating current (Vac)). Further, for example, the processor of the connector  150  can cause the status indicator  290   d  to pulse yellow in response to determining that one or more power portions of the connector  150  are not providing a voltage within the expected voltage range. Additionally, for instance, the processor of the connector  150  can cause the status indicator  290   d  to blink red in response to determining that a majority of the power portions of the connector  150  are not providing a voltage within the expected voltage range. 
     In another example implementation, the processor of the connector  150  can cause the status indicator  290   e  to be illuminated in green in response to determining that a current (e.g., amperage) provided by the multi-use power interface  110  is approximately an expected current (e.g., the amperage is in the normal range for a load profile indicated in load management data). Further, for example, the processor of the connector  150  can cause the status indicator  290   e  to pulse yellow in response to determining the current (e.g., Amperage) provided by the multi-use power interface  110  is slightly below an expected current (e.g., the amperage is below the normal range). Additionally, for instance, the processor of the connector  150  can cause the status indicator  290   e  to blink red in response to determining that the current (e.g., amperage) provided by the multi-use power interface  110  is well below the expected current. According to some implementations, the behavior of the portable device is configurable to enable customization in how the portable device operates and whether it is implemented as a stand-alone device or implemented as an extension of a centralized system. 
     In yet another example implementation, the processor of the connector  150  can cause the status indicator  290   f  to be illuminated in green in response to determining that a phase separation from a power provided by the multi-use power interface  110  is approximately an expected phase separation. Also, for instance, the processor of the connector  150  can cause the status indicator  290   f  to blink red in response to determining that the phase separation from a power provided by the multi-use power interface  110  is not an expected phase separation. 
     When the vehicle  120  is on the ground, the connector  150  is electrically connected to at least one onboard system (not shown) on the vehicle  120 , and more particularly, each pin  210   a ,  210   b ,  210   c ,  220 ,  230   a  and  230   b  is connected to at least one such onboard system to provide power via the power portion  280   a ,  280   b ,  280   c ,  280   d ,  280   e ,  280   f . In addition, each pin  210   a ,  210   b ,  210   c ,  220 ,  230   a  and  230   b  is connected to at least one such onboard system to enable communications (e.g., the transfer of data) via the power portion (e.g., BPL links)  280   a ,  280   b ,  280   c ,  280   d ,  280   e ,  280   f  and/or via the optical portion (e.g., data communications over the optical fiber(s) or fiber optic cable)  240   a ,  240   b ,  240   c ,  240   d ,  240   e ,  240   f . Regardless of whether the connector  150  is electrically connected to the vehicle  120  or not, the user interface  290  of the connector  150  is able to display functional health statuses of network and electrical components. For example, when the connector  150  is disconnected from the vehicle  120 , the user interface  290  can still display functional health statuses for electrical and network components by powering the embedded components within connector  150  with Direct Current (DC) remotely power via interlocking pins  230   a  and  230   b  that the multi-use power interface  110  is connected to via the ground power system  130  of  FIG. 1 . Once the connector  150  is connected to the vehicle  120 , the connector  150  can read impedance, receive load management data and obtain other diagnostic and sensor data from the vehicle  120 . Such data can be used for predictive maintenance and troubleshooting of network and electrical components on the vehicle  120 . 
     The particular configurations for the connector  150  and the user interface  290  can vary widely depending on the particular vehicle  120  and onboard systems involved. The connector  150  and user interface  290  shown in  FIG. 2  is just one example connector and user interface. For example, the size, number, and arrangement of the status indicators  290   a ,  290   b ,  290   c ,  290   d ,  290   e , and  290   f  can vary according to the number and type of characteristics and components being monitored. Additionally, the user interface  290  can be embodied as a touchscreen display device or liquid-crystal display (LCD) or other suitable flat-panel display device incorporated into the housing  250 . For example, an embedded touchscreen display device integrated into the housing  250  of the connector can be used to present the user interface  290  and to accept input from a user of the connector  150 . Also, for example, the size and number of pins  210   a ,  210   b ,  210   c ,  220 ,  230   a  and  230   b  can vary. The particular arrangement of pins  210   a ,  210   b ,  210   c ,  220 ,  230   a  and  230   b  can also vary. In addition, the materials for the connector  150  selected can depend on the particular environment in which the vehicle  120  operates. 
       FIG. 3  is a diagram  300  illustrating an example detachable adapter  350  for the multi-use power interface  110  of  FIGS. 1 and 2 , according to one or more implementations of the disclosure. For brevity, only the differences occurring within the Figures, as compared to previous or subsequent ones of the figures, are described below. 
     In accordance with certain implementations, all of the capabilities of the connector  150  described above with reference to  FIGS. 1 and 2  are built into the detachable adapter  350 . For instance, as shown in  FIG. 3 , the detachable adapter  350  includes the wireless communications interface  292 , the wired communications interface  294 , and the user interface  290  for displaying statuses of electrical and network characteristics. In particular, the user interface  290  and status indicators  290   a ,  290   b ,  290   c ,  290   d ,  290   e , and  290   f  configured to indicate respective functional health statuses of electrical and network components are integrated into a housing of the detachable adapter  350 . 
     As illustrated in  FIG. 3 , six pins  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b  extend from a base of the detachable adapter  350 . As described above with reference to  FIG. 2 , each pin  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b  includes a straight tip power portion (an outer conductive ferrule with electrical conductivity material, such as aluminum, copper or steel as metallic element) and an optical data link core portion (which comprises at least a single strand of single-mode or multi-mode type optical fiber or alternatively configured individually as Gigabit range Ethernet ports with copper and fiber optic cable assembly). The optical portion of each of the pins  210   a ,  210   b ,  210   c ,  220 ,  230   a ,  230   b  extends within and is coextensive (e.g., flush) with an end of the power portion of the pin  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b . Alternatively, the detachable adapter  350  includes only electrical conductivity material pins  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b , without a coextensive optical portion. 
     The pins  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b  extending from the base of the detachable adapter  350  are adapted to be seated (e.g., mated) within corresponding sockets or receptacles (not shown) within connector  140  of a vehicle (not shown, but see vehicle  120  in  FIG. 1 ), which in turn includes pins  388   a - f  to electrically and communicatively couple the multi-use power interface  110  to the vehicle via the detachable adapter  350 . Similarly, respective ones of pins  380   a - f  of a standard connector  355  (e.g., a standard stinger connector) are adapted to be seated within respective ones of sockets  384   a - f  at an end of the detachable adapter  350 . In some implementations, the standard connector  355  does not include fiber optic capabilities or optical portions. As shown in  FIG. 3 , the standard connector  355  is attached to one end  160  of the multi-use power interface  110 , and is connected via pins  380   a - f  to the detachable adapter  350 , which in turn is attached to the connector  140  of the vehicle via pins  210   a ,  210   b ,  210   c ,  220 ,  230   a , and  230   b . That is, the detachable adapter  350  can be used to electrically and communicatively couple the one end  160  of the multi-use power interface  110  to a vehicle in scenarios where the one end  160  has the standard connector  355 . In this way, the detachable adapter  350  shown in  FIG. 3  can be used to provide the monitoring, analyzing, and reporting functionality of the connector  150  described above with reference to  FIGS. 1 and 2  to a standard connector  355  that lacks such capabilities and does not include the user interface  290 . 
       FIG. 4  is a diagram of an exemplary system  400  for use in monitoring electrical and network components, such as, for example, components of an aircraft network. In the example of  FIG. 4 , the system  400  works with a vehicle  120  (e.g., an airplane) on the ground at an airport, factory, maintenance facility, etc. As used herein the term “airport” refers to any location in which aircraft, such as fixed-wing airplanes, helicopters, blimps, or other aircraft take off and land. The system  400  includes a power system or ground power system  130  (e.g., a ground power unit) that supplies power to aircraft vehicle  120 . In the exemplary implementation, the ground power system  130  is a ground-based power cart that is mobile and that selectively supplies power to an aircraft vehicle parked on the ground at locations at, or adjacent to, the airport. In one implementation, ground power system  130  can be a conventional power delivery system used at airports. The ground power system  130  is coupled to the vehicle  120  when the vehicle  120  is parked or docked (e.g., when an aircraft vehicle is parked at an airport). In the example of  FIG. 4 , the multi-use power interface  110  (e.g., a power stinger cable) couples vehicle  120  to ground power system  130  via a connector  150  (e.g., a stinger connector at the vehicle  120 ) and a ground power interface connection  450  (e.g., another stinger connector at the ground power system  130 ). In certain implementations, the ground power interface connection  450  is operable to electrically and communicatively couple the multi-use power interface  110  to the vehicle  120  via the ground power system  130  (e.g., ground power unit). In one implementation, ground power system  130  provides 400 hertz (Hz) power to the vehicle  120  (e.g., aircraft) via the multi-use power interface  110 . For example, the ground power interface connection  450  can be configured to provide alternating current (AC) power to an airplane vehicle  120  while engines of the airplane vehicle are off. However in alternative implementations, any suitable power for a particular type of vehicle  120  can be provided via the multi-use power interface  110 . In certain implementations, the vehicle  120  includes an on-board BPL modem  411 , that enables communication via multi-use power interface  110 . More particularly, in the example implementation of  FIG. 4 , the on-board BPL modem  411  is coupled to connector  150  through coupler  410  (e.g., an inductive or capacitive coupler). The on-board BPL modem  411  is capable of communicating with an off-board BPL modem  414 , included in ground power system  130 . The on-board BPL modem  411  can function as a repeater by simultaneously communicating with off-board BPL modem  414 , and other on-board BPL modems  411  that may be in the vehicle  120 . In the example of  FIG. 4 , while the vehicle  120  is parked, the on-board BPL modem  411  is communicatively coupled to on-board networks  418  such as, but not limited to, in-flight entertainment systems, avionics systems, flight control systems, electronic flight bag(s), and cabin systems. 
     In the exemplary implementation shown in  FIG. 4 , ground power system  130  includes off-board BPL modem  414  coupled to a coupler  416  (e.g., an inductive or capacitive coupler). Coupler  416  inductively or capacitively couples off-board BPL modem  414  to the multi-use power interface  110 . The coupler  416  also transfers communications signals onto the multi-use power interface  110 . The ground power system  130  also includes a computing device  422  that can communicate directly with the vehicle  120  to transfer data to on-board networks  418 . In the exemplary implementation, the off-board BPL modem  414  is also coupled to a multi-communication network interface  104  that is communicatively coupled to the ground-based network  102 . For example, in one implementation, the multi-communication network interface  104  is a ground side interface that transmits data to/from the ground-based network  102 . The multi-communication network interface  104  can be wirelessly coupled to the ground-based network  102  through a wireless transceiver or physically coupled to the ground-based network  102  through a wired connection. It should be noted that the multi-communication network interface  104  can communicate with the ground-based network  102  using any protocol that enables broadband communication. In one example, the ground-based network  102  can be embodied as an Internet Protocol (IP) network. 
     In the exemplary implementation shown in  FIG. 4 , the vehicle  120  receives electrical power from ground power system  130  via the multi-use power interface  110  and sends/receives data communications to/from the ground-based network  102  via the multi-use power interface  110 . In certain implementations, the vehicle  120  communicates via the on-board BPL modem  411  using the TCP/IP communications protocol within the network, however any other suitable data communications protocol can be used. In some implementations, encryption is employed to further secure communications between the vehicle  120  and ground-based network  102  and/or computing device  422 . For example, according to some such implementations, the data communications is encrypted using a protocol such as Secure Sockets Layer (SSL), Secure Shell (SSH), Hypertext Transfer Protocol Secure (HTTPS), or another cryptographic communications protocol. Received power is distributed to a power bus  428 . 
     In alternative or additional implementations shown in  FIG. 4 , the ground power system  130  can include a wireless interface  492  for wirelessly communicating (e.g., via encrypted communications) with a mobile device (not shown) running application software for displaying results of monitoring electrical and network components of the system  400 . For instance, the mobile device can be embodied as a smartphone or a tablet device that executes application software for presenting a version of the user interface  290  shown in  FIG. 2  on the mobile device&#39;s display. The wireless interface  492  can wirelessly communicate with the mobile device using one or more wireless communication protocols or technologies, including TDMA, CDMA, GSM, EDGE, W-CDMA, LTE, LTE-Advanced, Wi-Fi, Bluetooth, Wi-MAX, an NFC protocol, or any other suitable wireless communications protocol. For example, the wireless interface  492  can be implemented as a radio transceiver that is integrated into the ground power system  130  and is configured to exchange data wirelessly with application software running, on a smartphone or tablet device. More particularly, the wireless interface  492  can communicate over several different types of wireless networks depending on the range required for the communication. For example, a short-range wireless transceiver (e.g., Bluetooth or NFC), a medium-range wireless transceiver (e.g., Wi-Fi), and/or a long range wireless transceiver can be used depending on the type of communication or the range of the communication. The application software can be a stand-alone application running on the mobile or a mobile client (e.g., a web-based client) of a centralized application hosted by the application server  424 . 
     As additionally shown in  FIG. 4 , the ground power system  130  can further include an external wired interface  494  that can be used to connect to a portable and disconnect-able device that provides a user interface. In some implementations, the wired interface  494  can be used to send data to a portable device that displays an expanded version of the user interface  290  shown in  FIG. 2 . The wired interface  494  can be used to communicate with the portable device using one or more communication protocols or technologies, including an Internet Protocol (IP), a serial connection protocol, or any other suitable communication protocol. In an example, the portable device can be implemented as a dis-connectable AC power sensor that includes a BPL modem and a display device for rendering an expanded version of the user interface  290  shown in  FIG. 2 . In various implementations, the portable device can be connected to the ground power system  130  through the wireless interface  492  or the wired interface  494 . That is, the portable device can have a wired or wireless interconnection to the ground power system  130 . 
     Ground-based network  102  can be communicatively coupled to an application server  424  (e.g., a server or server farm hosting one or more applications). The one or more applications can include a stand-alone application for monitoring a custom status such as a particular parameter or characteristic of a monitored electrical or network component. Although only a single application server  424  is shown in  FIG. 4 , it is to be understood that the system  400  can include multiple servers  424 . The application server  424  can be operated by an airline or entity that owns, leases, or operates the vehicle  120 . Alternatively, the application server  424  can be operated by a third-party, such as, for example, the airport, a vehicle manufacturer, and/or a vehicle service provider. For example, the application server  424  can be coupled to ground-based network  102  via a local area network (LAN), a wide area network (WAN), and/or the Internet. The application server  424  can transmit data to and receive data from the vehicle  120 . For example, the application server  424  can provide software and/or firmware updates to components of the vehicle  120 , such as cabin systems software, electronic flight bag (EFB), and avionics software. The application server  424 , or a stand-alone application running on the application server  424 , can also provide content, such as music, movies, games, and/or internet data such as cached web content for in-flight entertainment systems on an aircraft vehicle  120 . In one implementation, the system  400  is used to transfer data between the vehicle  120  and ground-based network  102  during a quick-turn of the vehicle  120 . As used herein, the term “quick-turn” refers to a quick turn-around time (i.e., less than about 40 minutes) of an aircraft vehicle at a gate between passenger deplaning and boarding. During a quick-turn, content of the application server  424  or a stand-alone application running on the application server  424  can be refreshed and data stored on an on-board server  426  during a flight can be transmitted to the ground-based network  102 . 
     Although  FIG. 4  illustrates the ground power system  130  as being coupled to the multi-use power interface  110  via the off-board BPL modem  414 , it should be appreciated that other configurations that enable the off-board BPL modem  414  to function are possible. For example, the off-board BPL modem  414  can communicate wirelessly with the on-board modem  411  when the vehicle  120  is directly coupled to the ground power system  130  via the multi-use power interface  110 . As another example, the off-board BPL modem  414  can be configured to communicate wirelessly with the vehicle  120  via the computing device  422  while at the same time, communicate via the multi-use power interface  110  when power is supplied from the ground power system  130  to the vehicle  120 . 
     In some implementations, the vehicle  120  includes a vehicle systems interface unit  432  that enables communication via the multi-use power interface  110 . In the illustrated implementation, the vehicle systems interface unit  432  is coupled to the connector  150  along with the on-board BPL modem  411 . In additional or alternative implementations, the vehicle systems interface unit  432  is coupled to a separate connector (e.g., a separate stinger connector) from the on-board BPL modem  411 . Still other implementations can include the vehicle systems interface unit  432  without including the on-board BPL modem  411 . The vehicle systems interface unit  432  is communicatively coupled via one or more BPL data links to a plurality of vehicle (e.g., aircraft) data buses  434 . The data buses  434  can include any data buses carrying information on the vehicle  120 , and can include the on-board networks  418 . 
     The vehicle systems interface unit  432  is connected to multiple data buses  434  to receive data from the data buses  434 . The vehicle systems interface unit  432  asynchronously multiplexes the received data and converts the received data to Ethernet packets for transmission over the multi-use power interface  110  to the ground power system  130 . The ground power system  130  includes a network communications interface  420 . In the exemplary implementation shown in  FIG. 4 , the network communications interface  420  includes a ground side vehicle systems interface unit  432 . In additional or alternative implementations, the network communications interface  420  includes a ground side aircraft systems interface unit that is different than the vehicle systems interface unit  432 . The network communications interface  420  receives the Ethernet packets sent by the vehicle systems interface unit  432  and decodes the data to its original format. Although the network communications interface  420  is illustrated as being within the ground power system  130 , in other implementations it is separate from the ground power system  130 . Moreover, the connection between the vehicle systems interface unit  432  and the network communications interface  420  can be made with cabling, such as the multi-use power interface  110 , that is used to provide power and data communications to the vehicle  120  (e.g., BPL links functioning as a power cable capable of such delivery of power and data communications). Although data is described as being transmitted from the vehicle systems interface unit  432  to the network communications interface  420 , it should be understood that data can be transmitted in both directions (i.e., data can be packetized and transmitted from the network communications interface  420  to the vehicle systems interface unit  432 ). 
     The network communications interface  420  outputs the unpacked data to a secondary system  438 . In the exemplary implementation, the secondary system  438  is a functional test unit (FTU). The FTU includes multiple devices for testing vehicle systems (e.g., aircraft systems), monitoring vehicle systems, providing sensor simulation, etc. In certain implementations, the secondary system  438  can be a computing device configured to receive data from the network communications interface  420  for testing, monitoring, analysis, fault detection, fault prognostication, simulation, etc. According to such implementations, the secondary system  438  receives power quality data and load management data collected by sensors within the system  400 . The sensors can be configured to perform preprocessing of at least one of power quality data or load management data. This preprocessing can include signal processing of voltages, currents, frequencies, or other parameters for electrical signals detected and measured by the sensors. This preprocessing can include identifying harmonics, modulation, power factors, or other suitable types of parameters. The sensors can store at least one of power quality data or load management data in raw form (e.g., raw sensor data) or preprocessed form. The sensors can send this data to one or both of the connector  150  and the application server  424  in response to an event. In an implementation, an event can be, for example, the expression of a timer, a data request from either the connector  150  or the application server  424 , or some other suitable event. 
     In additional or alternative implementations, the power quality data and load management data collected by sensors is received at the connector  150 , where it is analyzed and used to determine and display (e.g., in the user interface  290  of  FIG. 2 ) a functional health status for the multi-use power interface  110 , and functional health statuses of BPL data links used to electrically and communicatively couple the multi-use power interface  110  to the vehicle  120 . Such power quality data and load management data can include, for example, characteristics of electrical and network components (e.g., one or more of electrical conductors in the multi-use power interface  110 , the on-board BPL modem  411 , and the off-board BPL modem  414 , the power bus  428 , and the data buses  434 ) in the system  400 . For example the power quality data can include one or more of a voltage, a current, a frequency, a power, a reactive power, a power factor, voltage harmonics, current harmonics, a total harmonic distortion, an amplitude voltage modulation, a frequency voltage modulation, a current demand amplitude, a current demand frequency modulation, a voltage ripple amplitude, a current ripple amplitude, a current ripple frequency, a voltage ripple frequency, a power interrupt, a magnetic field density (MFD), or another power quality parameter usable to determine a functional health status of a BPL data link. Also, for example, load management data can include one or more of a load identifier, current demand harmonics, a current demand amplitude, a current frequency modulation, a ripple current amplitude, a ripple current frequency, a load impedance information, a load power factor, source impedance, impedance matching optimization, an MFD, phasor measurements, impedance, or other load management parameters pertaining to an electrical load of the vehicle  120 . 
     In still other implementations, the secondary system  438  can be a transceiver that is communicatively coupled (wired or wirelessly) to the ground-based network  102  to transmit the data to a remote location coupled to the ground-based network  102 . 
       FIG. 5  is a diagram illustrating an example system architecture  500  for monitoring electrical and network components, according to one or more implementations of the disclosure. 
     As shown, the system architecture  500  includes an application server  424 . Although only a single application server  424  is shown in  FIG. 5 , it is to be understood that the system architecture  500  can include multiple application servers  424 . One of the application servers  424  can function as a stand-alone device with a custom application. These application servers  424  can provide variety of applications to analyze and display sensing, monitoring and management of electrical and network components. Such sensing can include receiving power quality data and load management data from a plurality of sensors that are configured to collect the power quality data and the load management data for network and electrical components, such as, but not limited to BPL data links and the AC power lines included in a multi-use power interface  110  as shown in  FIG. 5 . The sensors can include one or more time domain reflectometers (TDRs) and frequency domain reflectometers (FDRs) configured to collect power quality data by characterizing electrical conductors in the plurality of BPL data links. In some implementations, the sensors can also include one or more optical time domain reflectometer (OTDRs) configured to collect load management data by characterizing the one or more fiber optic Gigabit data links in the multi-use power interface  110 . In various implementations, the sensors can also include one or more accelerometers, moisture sensors, ammeters, voltmeters, ohmmeters, MFD detectors, Internet of Things (IoT) sensors, a handheld BPL modem  511 , and an endpoint BPL modem  514 . The endpoint BPL modem  514  in connector  150  can function as a repeater by simultaneously communicating with off-board BPL modem  414 , and other on-board BPL modems  411  that may be in the vehicle  120 . 
     A sensor can be configured to detect at least one of a current, a voltage, or a frequency as power quality data for an electrical component of the system architecture  500 . Current parameters are examples of load management data. Example current parameters detected and measured by a sensor can include single-phase alternating current (AC) currents, three-phase alternating current (AC) currents, or direct current (DC) currents. Other load management data that is used in the system architecture  500  along with current can include, for example, the source configuration on the airplane vehicle  120  at the time the current is recorded. The source configuration can be determined by using one or more sensors to monitor source currents. The sensors can be configured to perform preprocessing of power quality data and load management data. Examples of such preprocessing can include signal processing of voltages, currents, frequencies, or other parameters for electrical signals detected and measured by the sensors. This preprocessing can include identifying harmonics, modulation, power factors, or other suitable types of parameters. The sensors can store at least one of power quality data or load management data in raw form or preprocessed form (e.g., preprocessed sensor data). The sensors can send this data to one or more of the connector  150  and the application server  424  in response to events. In some implementations, event can include one or more of an expression of a timer (e.g., a timer for a periodic request of polling of sensor data), a data request from either the connector  150  or the application server  424 , or some other suitable event. 
     The application servers  424  can host big data analytics applications capable of using historical sensor data (e.g., measured and stored power quality data and load management data and other sensor readings) to perform predictive analytics. Such predictive analytics can be used to recognize patterns in the historical data that are associated with faults and then prognosticate or predict future, potential faults based on current sensor data. In some implementations, raw sensor data is packetized for transmission between the sensors, the connector  150 , and the application server  424 . Big data analytics performed by the application servers  424  can use inductive statistics and concepts from nonlinear system identification to infer rules or laws (e.g., regressions, nonlinear relationships, and causal effects) from large sets of sensor data with low information density to perform predictions of outcomes for network and electrical components in the system architecture  500 . For example, the application servers  424  can host applications that predict future malfunctions and faults for network components (e.g., BPL modems) and electrical components (e.g., electrical conductors, BPL link connections). The application servers  424  can also present, on a display device (not shown, but see display device  914  in  FIG. 9 ), functional health statuses and predicted outcomes for network and electrical components in a GUI. 
     The system architecture  500  also includes a ground-based network  102 . In some implementations, the ground-based network  102  can be embodied as an Intranet providing Ethernet networking to communicatively couple the application servers  424  to the ground power system  130  (e.g., ground power unit). As shown in  FIG. 5 , the ground power system  130  includes an off-board BPL modem  414  and a coupler  416  (e.g., an inductive or capacitive coupler). The off-board BPL modem  414  (e.g., a ground side BPL modem or Power Line Communications (PLC) modem) functions as a head-end master unit and provides interconnectivity to the ground-based network  102 . 
     The off-board BPL modem  414  can be coupled to a coupler  416 . The coupler  416  can be embodied as an inductive or capacitive coupler which is operable to couple the off-board BPL modem  414  to one phase of the AC power lines (e.g., stinger AC lines) that are included in the multi-use power interface  110  (e.g., stinger cable). According to some implementations, coupling to two AC phases is preferred as the BPL signal is then further induced into the third phase since all three phases are typically included in a multi-use power interface  110 . These AC power lines are labelled as AC Line Phase 1, AC Line Phase 2, and AC Line Phase 4 in  FIG. 5 . In some implementations, the ground power system  130  is located at an aircraft stall for an aircraft vehicle  120  and provides three phase 120 v AC 500 Hz [or 400 Hz] cycle electrical power to the vehicle  120  via the AC power lines. 
     The system architecture  500  also includes the multi-use power interface  110  that, when connected to the ground power system  130  and an aircraft vehicle  120  via the connector  150  and connector  140  of the vehicle  120 , provides 4 phase 120 v AC 500 Hz cycle power to the aircraft. In some implementations, the connector  150  is embodied as a stinger cable to aircraft plug that connects the multi-use power interface  110  to a Power Distribution Unit (PDU)  513 . In the example of  FIG. 5 , the PDU  513  is an aircraft Electronic and Equipment (EE or E&amp;E) bay within the aircraft vehicle  120 . However, in additional or alternative implementations, the PDU  513  can be located outside of the vehicle  120 . As shown in  FIG. 5 , the PDU  513  includes an on-board BPL modem  411 , which is another PLC modem, and a coupler  515  (e.g., an inductive or capacitive coupler) that is configured to couple the on-board BPL modem  411  to one phase of the AC power lines (e.g., stinger AC lines) that are included in the multi-use power interface  110  (e.g., stinger cable). The on-board BPL modem  411  functions as an endpoint/slave or as a repeater and provides interconnectivity to the ground-based network  102  (and the AC outlets  614  of  FIG. 6  when functioning as a repeater in repeater mode). As shown, the vehicle  120  can include an Ethernet drop  518  from the on-board BPL modem  411  that provides Ethernet communications inside the aircraft vehicle  120 . 
     As shown, the connector  150  can also include an endpoint BPL modem  514  that is another PLC modem, and a coupler  516  (e.g., an inductive or capacitive coupler) that is configured to couple the endpoint BPL modem  514  to one phase of the AC power lines (e.g., stinger AC lines) that are included in the multi-use power interface  110  (e.g., stinger cable). In certain implementations, the on-board BPL modem  411  can function as a repeater by simultaneously communicating with the off-board headend BPL modem  414 , the endpoint BPL modem  514  (which can also function as a repeater), and other on-board BPL modems  411  that may be present in the vehicle  120 , and including an embedded BPL modem within a portable dis-connectable device which can be attached to connector  150  via the external wired communications interface  294  that is integrated into the housing  250  of connector  150 . Depending on vehicle on-board electrical configurations, on-board BPL modem  411  shown in  FIGS. 4 and 5  may not be required and the endpoint BPL modem  514  may be sufficient to provide support of on-board BPL modem connectivity requirements instead of BPL modem  411 . The endpoint BPL modem  514  can function as an endpoint/slave device or a repeater and also provides sensing and testing data connectivity capability for the multi-use power interface  110 . That is, the endpoint BPL modems  514  and  414  can serve as sensors that sense and test BPL data links to determine whether they are functioning within expected performance ranges. The results of such sensing and testing can be displayed on a user interface at the connector  150  (see, e.g., the user interface  290  of  FIG. 2 ) or remotely at a user interface of an application server  424 . In some implementations, the use of the endpoint modem  514  in the system architecture  500  eliminates the need for the on-board BPL modem  411 . 
     The system architecture  500  additionally includes a handheld BPL modem  511 . The handheld BPL modem  511  is a handheld PLC modem that includes an integrated coupler that is used for detecting the AC line phase within the vehicle  120  that off-board BPL modem  414  is connected. In an implementation, the handheld BPL modem  511  can serve as a sensor that detects the status of the AC line phase for the AC power lines at the PDU  513 . 
     In some implementations, the handheld BPL modem  511  or the endpoint BPL modem  514  in repeater mode at the connector  150  can replace the need for the on-board BPL modem  411  shown in  FIGS. 4 and 5  and communicate with modems  411  (and modems  616  shown in  FIG. 6 , described below). By using architecture  500 , network monitoring of BPL modem link connectivity status and data transmission performance can be performed whether the multi-use power interface  110  (e.g., stinger) is connected to the vehicle  120  (e.g., an aircraft) or not. Similarly, network management of BPL modem configuration settings whether connected to aircraft or not. In various implementations, such network monitoring and management can be performed locally at the connector  150 , locally by a stand-alone device with a custom application, remotely at the application server  424 , or in a distributed manner, with some monitoring and/or management tasks being performed by a computing device embedded in the connector  150  (e.g., with a processor/CPU, a memory, and local storage) and some being performed by applications hosted by the application server  424 . 
     In certain implementations, a wireless power charging interface can be added to the connector  150  so that electronic packages can be temporarily mounted on the connector  150  (e.g., added to a stinger connector). One example of the wireless power charging interface is an inductive or wireless charging interface. The electronic packages can also be communicatively coupled to the connector  150  via wireless communications connections and protocols, such as, for example, an NFC protocol, a Bluetooth connection, a wired or wireless coupled BPL modem connection, or a Wi-Fi connection. An example implementation includes a removable electronic package comprising the endpoint BPL modem  514  and sensors where the removable package that can be taken out of the connector  150  when needed. For example, the removable package can be electrically and communicatively coupled to the connector  150  (e.g., via a wireless power charging interface and the wireless communications interface  292 ) in order to charge a battery of the removable package and to exchange data with the connector  150 . 
       FIG. 6  is a diagram illustrating example system components for use in connecting a multi-use power interface  110  to a vehicle  120 , according to one or more implementations of the disclosure. In the example of  FIG. 6 , the vehicle  120  includes AC outlets  614 , which receive power from the AC power lines via the PDU  513 . As shown, the vehicle  120  is connected to the connector  150  via a connector  140  of the vehicle  120 , and the AC outlets  614  can be connected to the on-board BPL modem  411  via an AC power strip  615  and the coupler  516  (e.g., inductive or capacitive coupler in the vehicle  120 ). The on-board BPL modem  411  is also communicatively coupled to the Ethernet drop  518 , which provides Ethernet communications inside the vehicle  120  (e.g., within an aircraft). As illustrated in  FIG. 6 , in additional or alternative implementations, the Ethernet drop  518  can be connected to the AC outlets  614  via a home BPL modem  616 . The home BPL modem  616  does not include or use an inductive coupler to couple the Ethernet drop  518  to the AC outlets, which are in turn, connected to connector  150  via the PDU  513 . In another alternative implementation shown in  FIG. 6 , the AC outlets  614  can be connected via the AC power strip  615  with the home BPL modem  616  plugged directly into AC power strip  615 . 
     By using the system architecture  500  and system components shown in  FIGS. 5 and 6 , certain implementations carry out analytics of sensor data from the connector  150  (e.g., a smart stinger connector) at a vehicle  120  (e.g., aircraft) interface. Sensors within the system architecture  500 , including, but not limited to TDRs, OTDRs, FDRs, accelerometers, moisture sensors, MFD detectors, ammeters, voltmeters, ohmmeters, Internet of Things (IoT) sensors, the handheld BPL modem  511 , and the endpoint BPL modem  514 , can monitor statuses of network and electrical components, such as, for example, the AC power lines (e.g., stinger AC lines) when the multi-use power interface  110  is connected or not connected to the vehicle  120 . Among other readings and measurements, the sensors can detect changes in standing waves at the connector  150 . Also, the connector  150  can perform self-tests for frequency response, movement detection (i.e., based on accelerometer readings from an integrated accelerometer within the connector  150 ), and tests for network and electrical issues detected locally at the connector  150 . 
     In this way, the architecture and components depicted in  FIGS. 5 and 6  enable real-time monitoring and management of BPL modem operations for BPL modems  411 ,  414 ,  511 , and  514 , as well as BPL data links modem links. The application server  424  can receive sensor data, store it as historical data, and perform analytics of the power line (e.g., stinger AC line) health history. The results of such analytics can be presented in a display device of the application server  424 , or locally at the connector  150  with remote control of LEDs being used as status indicators installed in the connector  150  (e.g., stinger connector) at the vehicle  120  (e.g., aircraft) interface. 
     As described above with reference to  FIG. 5 , application software can be hosted by the application server  424  and the application software can present a GUI for rendering real-time analysis of functional health statuses for data and power links in the multi-use power interface  110  (e.g., stinger health) and BPL modem operations. For example, network monitoring performed by off-board BPL modem  414  can be reported as sensor data to the application server  424  (or a stand-alone device) via ground-based network  102 , and then saved at the application server  424  (or the stand-alone device) for subsequent analysis and display. The sensor data can be stored as historical data in a memory or computer-readable storage device of the application server  424  (or that of a stand-alone device). The saved sensor data representing the network monitoring can also be used by the application server  424  to perform data analytics (e.g., predictive analytics) in order to identify trends that have led to previous electrical issues and network issues (e.g., bandwidth issues or communications failures) in order to aid in preventing future, predicted electrical and network issues. In some implementations, the application server  424  can report data to the connector  150 . For example, the application server  424  can send, via the ground-based network  102 , historical data to the connector  150  and the connector  150  can then compare the historical data to locally stored, presently detected data in order to provide feedback at the connector  150  when potential issues are detected. In this example, the connector  150  can illuminate an LED in the user interface  290  as a fault indicator when the comparison of ambient temperature readings with historical data from the application server  424  indicates that the connector  150  may be overheating. 
     The architecture and components of  FIGS. 2-6  can provide an immediate status at the connector  150 . For example, the user interface  290  can include multicolor LEDs and/or strobe lights that can be illuminated in predefined patterns to show healthy electrical and data connections. In certain implementations, a green LED can indicate a good, expected voltage reading, and a blinking green LED can indicate good network connectivity (e.g., data transfer rates within an expected range). In additional or alternative implementations, this immediate status can also be provided at a user interface of server  424  and/or a user interface of a mobile device such as a smartphone or tablet device carried by a mechanic or member of a ground crew. In the latter example, the mobile device can be communicatively coupled to the application server  424  via the ground-based network  102  or wirelessly (e.g., via a Bluetooth connection to the connector  150 ). Such user interfaces can show predictive elements based on health check data read at the connector  150 . Such predictive elements can include one or more of phase drift or current spikes. When such predictive elements are detected before the connector  150  is connected to the vehicle  120 , a user (e.g., a mechanic or ground crewmember at an airport) will readily be able to determine that the issue is not with the vehicle plane, but is isolated to the connector  150 . 
     Certain implementations of the architecture and components of  FIGS. 2-6  can also flag conditions that could lead to failure of electrical components of the connector  150 . For example, the connector can detect and report on conditions indicative of corrosion, or broken pins (see, e.g., pins  210   a ,  210   b ,  210   c ,  220 ,  230   a  and  230   b  of  FIG. 2 ) on the connector  150 . Such conditions can be detected by an accelerometer that flags physical trauma or shocks inflicted on the connector  150 , a thermometer that flags extreme temperature fluctuations, or a multimeter that detects out of range current or voltage fluctuations (e.g., large voltage surges or voltage drops/reductions). Sensors can also detect noise on an electrical line (e.g., an AC power line). Such detected noise can indicate potential failure of the connector  150  and can be used to isolate problems on the connector  150  side (e.g., outside the vehicle  120 ). By isolating problems in this way, implementations reduce faulty diagnoses of vehicles  120  and reduce wasted troubleshooting time for a network-based vehicle  120  (e.g. a network-based airplane). 
     Some implementations of the architecture and components of  FIGS. 2-6  also enable data collection to support big data analytics, health prognostication, monitoring, and reporting for the network and electrical components shown in these Figures. For instance, big data analytics can be performed by the application server  424  to enable predictive maintenance for the components shown in  FIGS. 2-6 . That is, big data analytics can be used to predict, based on analyzing trends in historical data for similar components (e.g., electrical and communications components having similar characteristics and operational parameters), when component maintenance should be carried out in order to prevent component faults or failures. By performing such big data analytics, the system architecture  500  of  FIG. 5  supports component health. The collected data can be stored in the sever  424  and can include historical health data for the vehicle  120 , the connector  150 , the multi-use power interface  110 , and BPL modems  411 ,  414 ,  511  and  514 . The architecture and components of  FIGS. 4 and 5  also allow the system to be characterized, which enables cross checking an impedance characteristic of the gate power source at the ground power system  130  as well as characterizing an electrical load characteristic of the vehicle  120  (e.g., airplane electrical load characteristic). Such characterizations can be at least partially preformed prior to the connector  150  being mated to or connected to the vehicle  120 . 
     Certain implementations can compare sensor readings to thresholds that are fixed/predetermined (e.g., upper/lower currents, voltages, MFD, or data transfer rates in order to detect or predict faults. Additional or alternative implementations can provide feedback in real time to trigger alerts at the connector  150 . For example, a combination of information being processed back at the application server  424  can indicate that the connector is heading towards a threshold exceedance and provide feedback to this effect at the user interface  290  of the connector  150  so that users (e.g., ground crew members or maintenance personnel) will be notified. In one non-limiting example, the application server  424  can analyze temperature, voltage, and current readings taken over the course of three shifts in a day to create a temperature, voltage, and current profiles, and can then illuminate an LED in the user interface  290  so that maintenance crew members working the third shift are notified that the connector  150  is headed for an overheat condition (or in an overheat condition). This notification is based on analyzing the temperature and current profiles. The temperature and current profiles can be analyzed together as current carrying capacities of electrical conductors (e.g., wires and cables) decrease as their temperatures increase. In a similar manner, voltage profiles can be analyzed to determine that a potential voltage issue (e.g., a voltage surge or reduction that is outside of a threshold value) will arise at the connector  150 . The application server  424  can provide additional intelligence that local instruments at the connector  150  would not have in real time, but that the application server  424  can identify based on analytical trending data. For example, the application server  424  would be able to gather this additional intelligence and then without requiring the connector to retrieve data from a data store or database, the application server  424  can instruct the user interface  290  to illuminate a discreet LED to alert maintenance personnel. In additional or alternative implementations, the alert can be more sophisticated than illuminating an LED. For instance, an indication can be displayed in a GUI (included in the user interface  290 , in a GUI of the application server  424 ), communicated via email (e.g., SMTP), instant message, or a short message service (SMS) text message sent to ground crew members, mechanics, or maintenance personnel, or indicated in the GUI of a mobile device carried by or associated with such personnel. In this way, the system architecture  400  leverages additional knowledge gathered by the application server  424  and displays it in real time. 
       FIG. 7  illustrates a flowchart of a method  700  for monitoring and analyzing data collected at a multi-use power interface in order to detect and predict health statuses of components of electrical and network systems, according to an implementation. The method  700  can use processing logic, which can include software, hardware, or a combination thereof. The monitoring can be via SNMP, TR-069, installed health agent or other. For example, the method  700  can be performed by a system including one or more components described above with reference to the system  400  of  FIG. 4  (e.g., application server  424  and connector  150 ). 
     As shown, at  702 , the method  700  includes measuring and/or receiving (at least a portion of) power quality data and load management data from sensors that are operable to collect power quality data and load management data for BPL data links and a multi-use power interface. As shown in  FIG. 7 , the multi-use power interface is operable to be electrically and communicatively coupled to a vehicle via the BPL data links. According to implementations, the multi-use power interface can be embodied as multi-use power interface  110  shown in  FIGS. 1-6  and the vehicle can be embodied as the vehicle  120  shown in  FIGS. 1 and 4-6 . 
     At  704 , the method  700  also includes determining, based on the power quality data and load management data, functional health statuses of the multi-use power interface and the BPL data links. As shown in  FIG. 7, 704  can include comparing the data received at  702  to functional health thresholds. As shown,  704  can also include predicting future statuses based on the data (i.e., prognosticating potential future faults or malfunctions based on using analytics to identify patterns in stored, historical data). 
     At  706 , the method  700  further includes transmitting the functional health statuses, the power quality data, and the load management data to a data store. As shown in the example of  FIG. 7, 706  can include sending the functional health statuses, the power quality data, and the load management data to a database. In some implementations, the data store or database can be local to the connector  150  shown in  FIGS. 1, 2 and 4-6  and the detachable adapter  350  shown in  FIG. 3 . In additional or alternative implementations, the data store or database can be hosted by a server (e.g., server  424 ) that is remote from the connector  150  and the detachable adapter  350  of  FIG. 3 . In some implementations, the data store is remote to the multi-use power interface  110 , the connector  150  and the detachable adapter  350 , and monitored data is transmitted along with the functional health statuses, the power quality data, and the load management data to the data store via a BPL modem over one or more BPL data links of the multi-use power interface  110  using BPL communications. 
     At  708 , the method  700  additionally includes indicating, in a user interface, the functional health statuses. As shown in  FIG. 7, 708  can include providing the functional health statuses and/or predicted future statuses to a display device. For example,  708  can include indicating or representing the functional health statuses on a display device used to present the user interface  290  at the connector  150  or at the detachable adapter  350  as shown in  FIGS. 2 and 3 . In alternative or additional implementations,  708  can include displaying the functional health statuses in a GUI from the application information within the application server  424 . In alternative or additional implementations,  708  can include reporting faults to a network monitoring server. In certain implementations,  708  can also include indicating results of analytics performed on stored data. For example,  708  can include presenting results of big data analytics performed as a part of  704 . Such results can include predictions based on patterns in stored, historical data and known past events (e.g., component failures and faults in electrical connections), as well as conditions that could lead to future failure and fault events (e.g., current or voltage fluctuations, overheating, moisture, physical trauma or shocks inflicted on the connector  150 ). That is, the results of analysis performed at  704  can be presented at  708  as health prognostications for components of the monitored electrical and network systems. 
       FIG. 8  illustrates a flowchart of a method  800  for performing predictive analytics with collected sensor data and BPL data, according to one or more implementations of the disclosure. The method  800  can use processing logic, which can include software, hardware, or a combination thereof. For example, the method  800  can be performed by a system including one or more components described above with reference to the system  400  of  FIG. 4  (e.g., server  424  and connector  150 ). 
     The method  800  uses predictive analytics and artificial intelligence to complete machine learning tasks such as regression, classification, collaborative filtering, ranking, and event prediction (e.g., equipment failure prediction). Some implementations of the method  800  leverage predictive analytics techniques to provide a prediction algorithm that runs in linear time and predicts equipment failure. Machine learning can be used to predict data that can exist in the real world (e.g., at an airport). Machine learning typically relies on providing positive true samples (e.g., past events such as equipment failures) and negative false samples, and teaching a machine (e.g., an application server  424  or other computing device) to distinguish between the positive and negative samples. Positive real-world data can be obtained by completing operations  802 - 806 , which are described below. For example, in a machine learning algorithm that uses an individual component&#39;s history of faults and failures to predict a pending failure, positive samples can be obtained from the parameters measured and captured in operations  802  and  806 . 
     As shown, at  802 , the method  800  includes measuring and/or receiving, and storing (at least a portion of) data representing physical parameters related to electrical power transmission and data transfer. The parameters can be measured by sensors and can correspond to BPL data links and a multi-use power interface. The multi-use power interface can be configured to be electrically and communicatively coupled to a vehicle via the BPL data links. According to implementations, the multi-use power interface can be embodied as multi-use power interface  110  shown in  FIGS. 1-6  and the vehicle can be embodied as the vehicle  120  shown in  FIGS. 1 and 4-6 . In some implementations,  802  includes storing the measured and/or received data representing physical parameters in a data store or database. In certain implementations, the data store or database can be local to the connector  150  shown in  FIGS. 1, 2 and 4-6  and the detachable adapter  350  shown in  FIG. 3 . In additional or alternative implementations, the data store or database can be hosted by a server (e.g., application server  424 ) that is remote from the connector  150  and the detachable adapter  350  of  FIG. 3 . In some implementations, the data store is remote to the multi-use power interface  110 , the connector  150  and the detachable adapter  350 , and the measured and/or received parameters are transmitted to the data store via a BPL modem over one or more BPL data links of the multi-use power interface  110  using BPL communications. 
     As shown in the example of  FIG. 8 , the parameters related to electrical power transmission measured and stored at  802  can include one or more of voltage, current, unit temperature (e.g., internal temperature of an electrical or network component), ambient temperature (e.g., air temperature where an electrical or network component is located such as an airport jetway), and accelerometer readings. As further shown in  FIG. 8 , the parameters related to data transfer that are measured, received, and stored at  802  can include one or more of the following: data rate, ping retries, packet loss (e.g., a percentage of packets lost with respect to packets sent to a network component), latency, and jitter. 
     According to some implementations, the parameters related to electrical power transmission that are measured and stored at  802  form an electrical domain, and the parameters related to data transfer that are measured and stored at  802  form a data domain. In such embodiments, the electrical domain and the data transfer domain can be used as analytical cross-checks. For example, the two sets of data (i.e., in the electrical domain and data transfer domain) serve to amplify the use of big data analytics in the method  800 , thus increasing the overall amount of statistically significant information, and enabling identification of a wider range of valuable correlations and predictive trending information. 
     At  804 , the method  800  also includes recording identifiers of a connector for a multi-use power interface (e.g., stinger connector). According to implementations, the connector for the multi-use power interface can be embodied as the connector  150  for the multi-use power interface  110  shown in  FIGS. 1, 2, and 4-6 . In additional or alternative implementations, the connector can be embodied as the detachable adapter  350  and the standard connector  355  shown in  FIG. 3 . In the example of  FIG. 8 , the identifiers of the connector include a part number (P/N) and serial number (S/N) of the multi-use power interface. As shown in  FIG. 8, 804  also includes recording a time (e.g., a timestamp), and a gate location. In the example of  FIG. 8 , the gate location can be recorded as gate identifier for an airport (e.g., gate N-8 at Sea-TAC airport) or as Global Positioning System (GPS) coordinates (e.g., latitude and longitude). As further shown in  FIG. 8, 804  can include recording a gate box part number (P/N) and serial number (S/N), and a vehicle identifier. In the example of  FIG. 8 , the vehicle identifier can be an aircraft tail ID or a vehicle identification number (VIN). 
     At  806 , the method  800  also includes detecting a change of a connector for a multi-use power interface (e.g., a stinger connector). As shown in  FIG. 8 , the change record can be facilitated several ways by implementing one or more of the following techniques: the change can be manually entered, the change can be recorded by an RFID tag reader (e.g., reading RFID tag on a connector  150 ), the change can be recorded by an optical reader (e.g., reading an optical bar code on the connector  150 ), or the change can be recorded as an impedance characterization. In the example of  FIG. 8 , such impedance characterizations can include one or more of an open circuit voltage, short circuit current, harmonics, and other characterizations of electrical impedance. In some implementations, such impedance characterizations trigger a data log capture of parameters leading up to the detected change (e.g., equipment change, equipment fault, or equipment failure detected at the connector). The captured parameters can include one or more of a gate box type, an ambient temperature, an outside temperature, an average current, and a utilization rate. 
     According to some implementations,  806  includes detecting a change in a memory of the connector  150 , a change in a network characteristic or network component, a change in an airport gate box, a change in a GPS location or coordinate, or a location change detected by a global navigation satellite system (GNSS). In additional or alternative implementations,  806  includes detecting a change with sensors such as, for example, an accelerometer (e.g., an accelerometer integrated into the connector  150 ), a voltmeter, a current meter, a vector analyzer, and a spectrum analyzer. In accordance with certain implementations,  806  includes one or more of detecting a change in a data rate for a data communication link or data communication path, detecting a change in amplitude, detecting a frequency change, and detecting a phase change. 
     At  808 , the method  800  further includes identifying trends by parameters. In the example of  FIG. 8 , the parameters can include measurements indicating one or more of a voltage, a temperature, a current, harmonics, shock, utilization (e.g., a percentage utilization for an electrical or network component), vehicle type (e.g., aircraft type), generator type, equipment (e.g., an equipment identifier for an electrical or network component), a measure of moisture, a measure of precipitation, and time (e.g., a timestamp). In some implementations,  808  can include comparing the parameters to historical data that includes previously measured and stored parameters that were obtained as a result of previous iterations performing operations  802 - 806 . In additional or alternative implementations, the parameters used at  808  for identifying trends are not limited to those shown in  FIG. 8 . For instance, the parameters used at  808  can include historical data such as previously measured parameters obtained by prior iterations of operation  802 . 
     At  810 , the method  800  additionally includes identifying parameters experiencing change in advance of a failure of a network or electrical component. In some implementations,  810  can include using predictive analytics algorithms to examine historical parameter readings (e.g., historical data measured and captured in past iterations of  802  and  804 ) from a data store or database and identifying which parameters changed, and what the patterns of change were prior to a failure of a network or electrical component. For example, the parameters captured at  806  can be used at  810  to identify trending preconditions leading to equipment failure. In this way, the method  800  enables monitoring thresholds of pre-failure. In some implementations, the data store or database can be local to the connector  150  shown in  FIGS. 1, 2 and 4-6  and the detachable adapter  350  shown in  FIG. 3 . In additional or alternative implementations, the data store or database can be hosted by a server (e.g., application server  424 ) that is remote from the connector  150  and the detachable adapter  350  of  FIG. 3 . In some implementations, the data store is remote to the connector  150  and the detachable adapter  350 , and the measured parameters are transmitted to the data store via a BPL modem over one or more BPL data links of the multi-use power interface  110  using BPL communications. 
     At  812 , the method  800  also includes interrogating the memory of the connector (e.g., a local memory of the connector  150 ) for parameter data and sending alerts to stakeholders of pending failures. In certain embodiments, the stakeholders can include, for example, airlines, airports, original equipment manufacturers (OEMs), and power generation companies (e.g., electric utilities). 
     By executing and repeating operations  802 - 812 , a first feedback loop collects data and the method  800  looks for similar conditions to previous network and electrical equipment failures. By using the parameters from  802 ,  806 , and  806  to identify similar conditions (e.g., parameters) that correlated to previous failures,  808 - 812  can be executed to predict or prognosticate pending failures. 
     At  814 , the method  800  further includes modifying the frequency of parameter collection. In the example of  FIG. 8 , modifying frequencies of parameter collection can be performed by changing a sample rate for a parameter. For instance, as shown in  FIG. 8, 814  can include increasing sampling rates for parameters such as temperature readings in response to determining that such parameters highly correlate to equipment failure. That is, if it is determined that there is a high correlation between temperature fluctuations (e.g., temperature spikes, extremes, or high temperatures) and equipment failure,  814  can include increasing a sample rate for temperature readings in order to improve failure rate prognostication. As also shown in  FIG. 8, 814  can include decreasing or eliminating sample rates for other parameters, such as moisture information, responsive to determining that such parameter readings have little or no correlation to system performance or equipment failure rate prognostication. 
     As shown in  FIG. 8 , at  814 , the frequency of parameter collection is modified as an adaptive, dynamic element of a predictive analytics algorithm. The respective frequencies for collection of parameters can be tunable values that can be manually modified. In additional or alternative implementations, the parameter collection frequencies can be automatically adjusted at  814  based on using artificial intelligence and completing machine learning tasks such as regression, classification, collaborative filtering, ranking, and event prediction (e.g., equipment failure prediction) and correlating parameters to events. In yet other additional or alternative implementations, the parameter collection frequencies can be adjusted at  814  in a hybrid manner. That is, the collection frequencies for parameters can be adjusted using a combination of manual modification and automatic modification. 
     After the parameter collection frequencies are adjusted at  814 , control is passed back to  802  so that the parameters can be collected according to the adjusted parameter collection frequencies. 
     By repeating operations  802 - 814  a second feedback loop can modify the type of data collected and processed improving the predictive analytics algorithm. By using the method  800 , a mean time between failure (MTBF) can be compiled for various network and electrical components, where the MTBF is the predicted elapsed time between inherent failures of a network or electrical component (e.g., in the system  400  of  FIG. 4  during normal operation of the system  400 . In certain implementations, the MTBF compiled by the method  800  is calculated as the arithmetic mean (average) time between failures of a network or electrical component of the system  400  of  FIG. 4  or the system architecture  500  of  FIG. 5 . In accordance with certain implementations, the method  800  compiles MTBF values for repairable or replaceable network and electrical components. The method  800  can use its own data and add it to historical data, and in some cases, trending data can be exported to or imported into other systems in order to have more data for the analytics data to be improved. The method  800  also provides intelligence on ground power generation equipment (e.g., ground power system  130 ) and airplane load analysis. The method  800  looks for correlations between parameters and events for various electrical and network components of the system shown in  FIG. 4  (e.g., airplane vehicle  120 , multi-use power interface  110 , and the ground power system  130 ). 
     Synthesized data resulting from the method  800  can be transmitted or routed to several stakeholders, such as, for example, airlines, airports, original equipment manufacturers (OEMs), and power generation companies (e.g., electric utilities). 
     As show in  FIG. 8  and noted above, the operations of the method  800  described above can be iteratively executed. That is, operations  802 - 814  can be repeated so that the method  800  includes multiple phases for using sensor data and BPL data for predictive analytics to predict when electrical and network components may have events (e.g., experience faults or failures or otherwise require maintenance). These phases can include a first phase where initially, predictive analytics algorithms are used to look for trends. In particular, these algorithms identify trends with a focus on health of a multi-use power interface (e.g., stinger health). In a second phase, the algorithms can be improved to focus on the most valuable parameters (see, e.g., the parameters measured at  802 , described above) at the optimal sample period. In a third phase, the algorithms look at trends in the health of a vehicle (e.g., airplane health). In a fourth phase, the algorithms look at trends in health of ground power generation equipment (e.g., health of a ground power system  130  or a ground power unit). 
       FIG. 9  is a block diagram illustrating an example of a computing system  900  that can be used in conjunction with one or more implementations of the disclosure. In certain implementations, the computing system  900  can be used to implement the application server  424  in  FIGS. 4 and 5 . According to some implementations, the computing system  900  can be used to implement the computing device  422  of the ground power system  130  shown in  FIG. 4 . In accordance with certain implementations, the computing system  900  can also be used to implement the on-board server  426  of the vehicle  120  shown in  FIG. 4 . In the example of  FIG. 9 , the computing system  900  includes a communications framework  902 , which provides communications between processor unit  904 , memory  906 , persistent storage  908 , communications unit  910 , input/output (I/O) unit  912 , and display device  914 . In some implementations, the display device can be used to implement the user interface  290  in  FIGS. 2 and 3 . For example, an embedded touchscreen display device integrated into housing  250  of the connector shown in  FIG. 2  can be used to present the user interface  290 . Similarly, an embedded touchscreen display device integrated into of the detachable adapter  350  shown in  FIG. 3  can be used to present the user interface  290 . With continued reference to the example of  FIG. 9 , the communications framework  902  can take the form of a bus system. 
     The processor unit  904  serves to execute instructions for software that can be loaded into the memory  906 . The processor unit  904  can be a number of processors, a multi-processor core, or some other type of processor, depending on the particular implementation. 
     The memory  906  and the persistent storage  908  are examples of storage devices  916 . A storage device is any piece of hardware that is capable of storing information, such as, for example, without limitation, at least one of data, program code in functional form, or other suitable information either on a temporary basis, a permanent basis, or both on a temporary basis and a permanent basis. The storage devices  916  can also be referred to as computer-readable storage devices in these illustrative examples. The memory  906 , in these examples, can be, for example, a random-access memory or any other suitable volatile or non-volatile storage device. The persistent storage  908  can take various forms, depending on the particular implementation. 
     For example, the persistent storage  908  can contain one or more components or devices. For instance, the persistent storage  908  can be a hard drive, a solid state hard drive, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage  908  also can be removable. For example, a removable hard drive can be used to implement the persistent storage  908 . The storage devices  916  can comprise non-transitory computer-readable media storing instructions, that when executed by the processor unit  904 , cause the computing system  900  to perform operations. 
     The communications unit  910 , in example implementations, provides for communications with other data processing systems or devices. In these illustrative examples, the communications unit  910  is embodied as a network interface card. 
     The input/output unit  912  allows for input and output of data with other devices that can be connected to computing system  900 . For example, the input/output unit  912  can provide a connection for user input through at least one of a keyboard, a pointing device (e.g., a stylus), a mouse, a touchscreen display device (e.g., an embedded touchscreen display used to implement the user interface  290  of  FIGS. 2 and 3 ), a trackpad, a touch pad, or some other suitable input device. Further, input/output unit  912  can send output to a printer. Display device  914  provides a mechanism to display information to a user, such as, for example a user of the connector  150  of  FIG. 2 , a user of the detachable adapter  350  of  FIG. 3 , a user of the application server  424  of  FIGS. 4 and 5 , a user of the computing device  422  of  FIG. 2 , or a user of the on-board server  426  of  FIG. 4 . 
     Instructions for at least one of the operating system, applications, or programs can be located in the storage devices  916 , which are in communication with the processor unit  904  through the communications framework  902 . The processes and methods of the different implementations can be performed by the processor unit  904  using computer-implemented instructions, which can be located in a memory, such as the memory  906 . For example, the operations of the methods  700  and  800  described above with reference to  FIGS. 7 and 8  can be performed by the processor unit  904  using computer-implemented instructions. 
     These instructions are referred to as program code, computer usable program code, or computer-readable program code that can be read and executed by a processor in the processor unit  904 . The program code in the different implementations can be embodied on different physical or computer-readable storage media, such as the memory  906  or persistent storage  908 . 
     Program code  918  is located in a functional form on computer-readable media  920  that is selectively removable and can be loaded onto or transferred to the computing system  900  for execution by the processor unit  904 . The program code  918  and computer-readable media  920  form computer program product  922  in these illustrative examples. In the example, computer-readable media  920  is computer-readable storage media  924 . In these illustrative examples, computer-readable storage media  924  is a physical or tangible storage device used to store program code  918  rather than a medium that propagates or transmits program code  918 . 
     Alternatively, the program code  918  can be transferred to the computing system  900  using a computer-readable signal media. The computer-readable signal media can be, for example, a propagated data signal containing the program code  918 . For example, the computer-readable signal media can be at least one of an electromagnetic signal, an optical signal, or any other suitable type of signal. These signals can be transmitted over at least one of communications links, such as wireless communications links, optical fiber cable, coaxial cable, a wire, or any other suitable type of communications link such as, for example, BPL data links included in the multi-use power interface  110  of  FIGS. 1-6 . 
     The different components illustrated for the computing system  900  are not meant to provide architectural limitations to the manner in which different implementations can be implemented. The different illustrative implementations can be implemented in a data processing system including components in addition to or in place of those illustrated for the computing system  900 . Other components shown in  FIG. 9  can be varied from the illustrative examples shown. The different implementations can be implemented using any hardware device or system capable of running the program code  918 . 
     While the present teachings have been illustrated with respect to one or more implementations, alterations and/or modifications can be made to the illustrated examples without departing from the spirit and scope of the appended claims. For example, it will be appreciated that while the process is described as a series of acts or events, the present teachings are not limited by the ordering of such acts or events. Some acts may occur in different orders and/or concurrently with other acts or events apart from those described herein. For example, operations and phases of the methods have been described as first, second, third, etc. As used herein, these terms refer only to relative order with respect to each other, e.g., first occurs before second. Also, not all process stages may be required to implement a methodology in accordance with one or more aspects or implementations of the present teachings. It will be appreciated that structural components and/or processing stages can be added or existing structural components and/or processing stages can be removed or modified. Further, one or more of the acts depicted herein may be carried out in one or more separate acts and/or phases. Furthermore, to the extent that the terms “including,” “includes,” “having,” “has,” “with,” or variants thereof are used in either the detailed description and the claims, such terms are intended to be inclusive in a manner similar to the term “comprising.” The term “at least one of” is used to mean one or more of the listed items can be selected. As used herein, the term “one or more of” with respect to a listing of items such as, for example, A and B, means A alone, B alone, or A and B. The term “at least one of” is used to mean one or more of the listed items can be selected. Further, in the discussion and claims herein, the term “on” used with respect to two materials, one “on” the other, means at least some contact between the materials, while “over” means the materials are in proximity, but possibly with one or more additional intervening materials such that contact is possible but not required. Neither “on” nor “over” implies any directionality as used herein. The term “conformal” describes a coating material in which angles of the underlying material are preserved by the conformal material. The term “about” indicates that the value listed may be somewhat altered, as long as the alteration does not result in nonconformance of the process or structure to the illustrated implementation. Finally, “exemplary” indicates the description is used as an example, rather than implying that it is an ideal. Other implementations of the present teachings will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure herein. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the present teachings being indicated by the following claims. 
     It will be appreciated that variants of the above-disclosed and other features and functions, or alternatives thereof, may be combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein can be subsequently made by those skilled in the art which are also intended to be encompasses by the following claims.