Patent Publication Number: US-11021269-B2

Title: System and method for representing a location of a fault in an aircraft cabin

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) FOR THE UNITED STATES 
     This International Application is a continuation-in-part of U.S. Non-Provisional patent application Ser. No. 14/165,068 filed on Jan. 27, 2014 which claims priority from U.S. Provisional Patent Application Ser. No. 61/759,159, filed on Jan. 31, 2013, the entire contents of which are incorporated herein by reference. 
    
    
     FIELD OF THE TECHNOLOGY 
     The present patent application is directed to a system and a method of operation of the system incorporating a graphical user interface on a mobile computing device that is assignable to a member of a crew (i.e., an attendant) in a vehicle cabin (also referred to herein as a “crew GUI,” “crew input/output node,” or “crew IO node”). The crew IO node provides control over one or more functions within the cabin of the vehicle. The crew member may be a flight attendant (or other crew member) and the vehicle may be an aircraft. 
     DESCRIPTION OF THE RELATED ART 
     As should be apparent to those skilled in the art, there are a number of functions that may be controlled within the cabin of an aircraft. The functions may be divided into at least two categories: (1) functions related to environment, and (2) functions related to passenger comfort and entertainment. 
     Environmental functions include, but are not limited to, things such as cabin temperature, the intensity of the cabin lighting, and the degree to which the window shades are open, among other variables. 
     Functions related to passenger comfort include those related to actuation of a personal reading light, control over the air flow through an overhead vent, positioning of the passenger seat (i.e., upright or reclined), and a remote call for a flight attendant (i.e., a flight attendant call button). 
     Other functions that are associated with passenger comfort include, but are not limited to control over media type (i.e., audio and/or video), content, and volume. With respect to content, selectivity may be provided so that a passenger may select a genre of music (i.e., jazz music or pop music) or a genre of movies (i.e., comedy or drama), among other variations. As should be apparent to any passenger, individuals may control the volume of the media that has been selected. 
     At present, selected environmental functions typically are adjusted by the flight crew for the comfort of all passengers within the aircraft. For example, temperature typically is controlled at a central location within the aircraft cabin, via a thermostat or similar temperature control device. Similarly, the main cabin lighting in the aircraft typically is controlled via a central panel available to the flight crew. As a result, the flight crew can turn on, turn off, or dim the main lights within the aircraft cabin for all of the passengers. 
     As should be apparent to the airplane traveler, functions associated with passenger comfort and entertainment typically are accessible directly from the passenger&#39;s seat. 
     This basic operational approach to aircraft cabin functions has been employed for many years. As presently configured, the control systems for the environment and for passenger comfort and entertainment within an aircraft operate independently from one another. 
     Recently, a desire has developed to improve the manner in which aircraft cabin functions are controlled. Specifically, a desire has arisen to develop controls for one or more functions within the cabin of an aircraft from one or more consolidated IO nodes. 
     SUMMARY OF THE TECHNOLOGY 
     The present technology provides a GUI and a method of operation of a GUI that is available to a member of a flight crew via a mobile computing device. 
     In one contemplated embodiment, the crew IO node is mobile and provides control to crew members over one or more functions within an aircraft cabin, regardless of the location of the crew member within the cabin. 
     The present technology provides for a distributed architecture for representing a location of a fault in an aircraft cabin, the distributed architecture comprising: 
     a controller operatively connected to a processor; 
     a crew IO node operatively connected to the controller; 
     the processor being configured to perform:
         detecting, by the controller, that an event of a system of the aircraft cabin corresponding to a fault has occurred;   determining, by the processor, which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred; and   displaying, on the crew IO node, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred.       

     In some implementations, the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin. 
     In some further implementations, the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located. 
     In some implementations, the GUI component is a map of the aircraft cabin. 
     In some further implementations, the processor is further configured to perform: 
     displaying, on the crew IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin; and 
     in response to an action of a user on the actionable GUI component, displaying, on the crew IO node, information relating to the fault. 
     In some implementations, the processor is further configured to perform: 
     receiving a control input associated with a fault-transmission action; and 
     transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault. 
     In some further implementations, the present technology provides a method of representing a location of a fault in an aircraft cabin, the method for execution on a distributed architecture for multi-nodal control of functions of the aircraft cabin, the method comprising: 
     detecting, by a controller associated with the distributed architecture, that an event of a system of the aircraft cabin corresponding to a fault has occurred; 
     determining, by a processor associated with the distributed architecture, which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred; and 
     displaying, on a crew IO node connected to the distributed architecture, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred. 
     In some implementations, the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin. 
     In some implementations, the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located. 
     In some further implementations, the GUI component is a map of the aircraft cabin. 
     In some implementations, the method further comprises: 
     displaying, on the crew IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin; and 
     in response to an action of a user on the actionable GUI component, displaying, on the crew IO node, information relating to the fault. 
     In some implementations, the method further comprises: 
     receiving a control input associated with a fault-transmission action; and 
     transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault. 
     In some further implementations, the present technology provides for a distributed architecture for controlling functions of an aircraft, the distributed architecture comprising: 
     a controller operatively connected to a processor; 
     a IO node operatively connected to the controller; the processor being configured to perform:
         displaying, on the IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections;   receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections;   receiving, by the IO node, a second input from the user for selecting the preset of the at least one controllable parameter;   upon determining, by the processor, that a modification of the selected preset for the selected aircraft cabin section is requested by the user, executing:
           displaying, on the IO node, a preset setting menu including the at least one controllable parameter associated with the selected preset, the at least one controllable parameter allowing modification of at least one of the functions of the aircraft cabin for the selected aircraft cabin section;   receiving, by the IO node, a third input from the user for modifying the at least one controllable parameter;   generating a modified preset based on the modified at least one controllable parameter; and   
           saving, in a memory associated with the distributed architecture, the modified preset.       

     In some implementations, the IO node comprises at least one of a passenger IO node and a crew IO node. 
     In some implementations, the processor is further configured to perform: 
     adjusting, by the controller, the selected aircraft cabin section in accordance with the modified preset. 
     In some further implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade. 
     In some implementations, the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade. 
     In some implementations, the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter. 
     In some further implementations, the present technology provides for a method of modifying a preset of at least one controllable parameter associated with functions of an aircraft cabin for execution on a distributed architecture for multi-nodal control of the functions of the aircraft cabin, the method comprising: 
     displaying, on a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections; 
     receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections; 
     receiving, by the IO node, a second input from the user for selecting the preset of the at least one controllable parameter; 
     upon determining, by a processor associated with the distributed architecture, that a modification of the selected preset for the selected aircraft cabin section is requested by the user, executing:
         displaying, on the at least one of the passenger IO node and the crew IO node, a preset setting menu including the at least one controllable parameter associated with the selected preset, the at least one controllable parameter allowing modification of at least one of the functions of the aircraft cabin for the selected aircraft cabin section;   receiving, by the at least one of the passenger IO node and the crew IO node, a third input from the user for modifying the at least one controllable parameter;   generating a modified preset based on the modified at least one controllable parameter; and   saving, in a memory associated with the distributed architecture, the modified preset.       

     In some implementations, the IO node comprises at least one of a passenger IO node and a crew IO node. 
     In some implementations, the method further comprises: 
     adjusting, by a controller associated with the distributed architecture, the selected aircraft cabin section in accordance with the modified preset. 
     In some further implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade. 
     In some implementations, the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade. 
     In some implementations, the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter. 
     In some further implementations, the present technology provides for a distributed architecture for controlling functions of an aircraft, the distributed architecture comprising: 
     a controller operatively connected to a processor; 
     a IO node operatively connected to the controller; 
     the processor being configured to perform: 
     displaying, on at a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections; 
     receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections; 
     receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters; 
     determining, by the processor associated with the distributed architecture, a phase of a journey based at least on a function of time; and 
     dynamically adjusting, by the controller associated with the distributed architecture, at least one of the controllable parameters based on the selected preset and the determined phase of the journey for the selected aircraft cabin section. 
     In some implementations, the IO node comprises at least one of a passenger IO node and a crew IO node. 
     In some further implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade. 
     In some implementations, the phase of the journey defines an environment to be reproduced within the aircraft cabin section. 
     In some further implementations, the environment is one of a day environment, a work environment, a sunset environment, a relax environment, a sleep environment, a night environment, a sunrise environment and a work environment. 
     In some implementations, the present technology provides for a method of dynamically adjusting a preset of controllable parameters associated with functions of an aircraft cabin for execution on a distributed architecture for multi-nodal control of the functions of the aircraft cabin, the method comprising: 
     displaying, on a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections; 
     receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections; 
     receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters; 
     determining, by a processor associated with the distributed architecture, a phase of a journey based at least on a function of time; and
         dynamically adjusting, by a controller associated with the distributed architecture, at least one of the controllable parameters based on the selected preset and the determined phase of the journey for the selected aircraft cabin section.       

     In some further implementations, the IO node comprises at least one of a passenger IO node and a crew IO node. 
     In some implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade. 
     In some further implementations, the phase of the journey defines an environment to be reproduced within the aircraft cabin section. 
     In some implementations, the environment is one of a day environment, a work environment, a sunset environment, a relax environment, a sleep environment, a night environment, a sunrise environment and a work environment. 
     In some further implementations, the present technology provides for a system incorporating a graphical user interface in a mobile computing device for a crew member within a cabin of an aircraft, comprising: 
     displaying a menu for at least one controllable parameter; 
     receiving a selection of the controllable parameter; 
     displaying at least one control for the selected controllable parameter; 
     receiving a control input for the selected controllable parameter; and 
     adjusting the selected controllable parameter consistent with the control input, 
     wherein the controllable parameter comprises a plurality of controllable parameters selected from a group comprising light intensity, light color, temperature, the degree of openness of at least one window shade, scheduling, notes, reports, presets, and a passenger manifest. 
     In some implementations, the method further comprises: 
     placing the graphical user interface into a sleep mode if selection of a controllable parameter is not received. 
     In some further implementations, the plurality of controllable parameters also include at least one of media type, media, content, and media volume, and wherein the plurality of controllable parameters are associated with at least one of the entire cabin of the vehicle, at least one zone within the cabin of the vehicle, or at least one seat within the cabin of the vehicle. 
     In some implementations, the plurality of controllable parameters is controllable via an interface presenting an isometric view of at least a portion of the cabin of the aircraft. 
     In some further implementations, the method further comprises: 
     prioritizing the control input received from the mobile computing device for the crew member in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs. 
     In some implementations, light intensity, temperature, the degree of openness of the at least one window shade, and media volume is adjustable between a predetermined minimum and a predetermined maximum. 
     In some further implementations, the light color is adjustable between a predetermined warm color and a predetermined cool color. 
     In some implementations, the media content includes a video library, an audio library, and a map view. 
     In some further implementations, the map view comprises a global map view and a local map view. 
     In some implementations, the displaying of the menu for the controllable parameter includes displaying a light icon, a media icon, a thermostat icon, and a window shade icon. 
     In some further implementations, the light icon is one of a cabin light icon, a table light icon, and a reading light icon. 
     In some implementations, the mobile computing device for the crew member is at least one of a personal computer, tablet, and smartphone. 
     In some further implementations, the method further comprises: 
     displaying a list of items corresponding to supplies available in the aircraft cabin; 
     receiving a control input associated with a selection of at least one item from the list of items; and 
     transmitting to a ground station, via a network, an indication of the at least one selected item reflective of an order of supplies. 
     In some implementations, the present technology provides a system incorporating a graphical user interface in a mobile computing device for a crew member within a cabin of a vehicle, comprising: 
     a first display for displaying at least one controllable parameter; 
     an input for receiving a selection of the controllable parameter; 
     a second display for displaying at least one control for the selected controllable parameter, wherein the input receives a control input for the selected controllable parameter; and 
     a controller for adjusting the selected controllable parameter consistent with the control input, 
     wherein the controllable parameter comprises a plurality of controllable parameters selected from a group comprising light intensity, light color, temperature, the degree of openness of at least one window shade, scheduling, notes, reports, presets, and a passenger manifest. 
     In some further implementations, the plurality of controllable parameters also include at least one of media type, media, content, and media volume and wherein the plurality of controllable parameters are associated with at least one of the entire cabin of the aircraft, at least one zone within the cabin of the aircraft, or at least one seat within the cabin of the aircraft. 
     In some implementations, the plurality of controllable parameters is controllable via an interface presenting an isometric view of at least a portion of the cabin of the aircraft. 
     In some further implementations, the control input received from the mobile computing device is prioritized in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs. 
     In some implementations, the system is further configured to cause: 
     displaying a list of items corresponding to supplies available in the aircraft cabin; 
     receiving a control input associated with a selection of at least one item from the list of items; and 
     transmitting to a ground station, via a network, an indication of the at least one selected item reflective of an order of supplies. 
     It is another aspect of the present technology to provide a first control method for controlling windows shades comprising a first window shade made from a sheet of material and a second window shade made from an electrochromic material. The control method comprises: 
     upon a first command being issued to at least partially close the window shades, increasing an opacity of the second window shade while not (or slightly) modifying a position of the first window shade; 
     upon a second command (automatically or manually) being issued to fully close the window shades, increasing the opacity to a maximum level; and 
     upon reaching the maximum level (or slightly before), moving the position of the first window shade from an open (or partially open) position to a fully close position. 
     It is another aspect of the present technology to provide a second control method for controlling windows shades comprising a first window shade made from a sheet of material and a second window shade made from an electrochromic material. The control method comprises: 
     upon a first command being issued by to at least partially open the window shades, modifying a position of the first window shade while not (or slightly) decreasing the opacity of the second window shade; 
     upon a second command (automatically or manually) being issued to fully open the window shades, fully opening the first window shade; and upon reaching the fully open position of the first window shade (or slightly before), decreasing the level of opacity of the second window shade to its minimum level. 
     In other aspects, various implementations of the present technology provide a non-transitory computer-readable medium storing program instructions, the program instructions being executable by a processor of a computer-based system to carry out one or more of the above-recited methods. 
     Still further aspects of the present technology will be made apparent from the drawings and description that follows. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present technology will now be described in connection with the figures appended hereto, in which: 
         FIG. 1  is a graphical overview of one embodiment of a distributed architecture with which the side ledge IO node of the present technology is contemplated to cooperate; 
         FIG. 2  is a graphical overview of a second embodiment of a distributed architecture with which the crew IO node of the present technology is contemplated to cooperate; 
         FIG. 3  is a graphical, top view of a portion of an aircraft, depicting one possible configuration for an aircraft cabin that employs the crew IO node of the present technology; 
         FIG. 4  is a perspective illustration of a portion of a cabin of an aircraft, showing one position for the passenger IO node that is contemplated to cooperate with the crew node of the present technology; 
         FIG. 5  depicts one contemplated embodiment of a main menu displayable on the crew IO node of the present technology and also on the passenger IO node that cooperates with the crew IO node; 
         FIG. 6  illustrates features of a video submenu displayable on the crew IO node of the present technology and the passenger IO node that cooperates therewith; 
         FIG. 7  is a search GUI accessible from the video submenu that is displayable on the crew IO node of the present technology and also the passenger IO node; 
         FIG. 8  is a viewing options GUI that presents control options for the viewing of video programming, the viewing options GUI being displayable on the crew IO node of the present technology and the passenger IO node intended to cooperate therewith; 
         FIG. 9  is one contemplated embodiment of an audio submenu that is displayable on the crew IO node of the present technology and also on the passenger IO node; 
         FIG. 10  depicts one possible television submenu that is displayable on the crew IO node of the present technology and also on the passenger IO node; 
         FIG. 11  provides one contemplated map view GUI that is displayable on the crew IO node of the present technology and also on the passenger IO node that cooperates with the crew IO node; 
         FIG. 12  illustrates a local map GUI contemplated to be displayable on the crew IO node of the present technology and on the passenger IO node that interfaces with the crew IO node; 
         FIG. 13  depicts an embodiment of a cabin light GUI that may be displayed on the crew IO node of the present technology and also on the passenger IO node that works together with the crew IO node; 
         FIG. 14  depicts one contemplated embodiment of a window shades GUI that may be displayed on the crew IO node of the present technology and also on the passenger IO node; 
         FIG. 15  provides a thermostat GUI contemplated for use with the crew IO node of the present technology and also with the passenger IO node that cooperates with the crew IO node; 
         FIG. 16  illustrates a presets GUI that is contemplated for use with the crew IO node of the present technology and also for use with the passenger IO node; 
         FIG. 17  depicts a seat selector GUI that is contemplated to be displayed on the crew IO node of the present technology and also on the passenger IO node that is contemplated to cooperate with the crew IO node of the present technology; 
         FIG. 18  illustrates a change seat GUI that is contemplated for use with the crew IO node of the present technology and also with the passenger IO node contemplated to cooperate with the crew IO node; 
         FIG. 19  illustrates one contemplated menu for display on the crew IO node of the present technology; 
         FIG. 20  illustrates one contemplated embodiment of a scheduling GUI displayable on the crew IO node of the present technology; 
         FIG. 21  provides a contemplated layout for a notes GUI for display on the crew IO node of the present technology; 
         FIG. 22  depicts one contemplated format for a reports GUI for display on the crew IO node of the present technology; 
         FIG. 23  illustrates one possible embodiment of a control GUI that may be provided to the user via the crew IO node of the present technology; 
         FIG. 24  is an illustration that provides one contemplated look for a passenger manifest GUI that may be displayed on the crew IO node of the present technology; 
         FIG. 25  is a flow chart that illustrates one method contemplated to operate in connection with the crew IO node of the present technology; 
         FIGS. 26-41  provide flow charts that collectively outline a second method contemplated to operate together with the crew IO node of the present technology; 
         FIG. 42  illustrates a third method contemplated to operate together with an IO node of the present technology, such as, for example, the crew IO node of the present technology; 
         FIG. 43-48  provides possible embodiments of control GUI components in connection with implementations of the third method of  FIG. 42 ; 
         FIG. 49  illustrates a fourth method contemplated to operate together with an IO node of the present technology, such as, for example, the crew IO node of the present technology; 
         FIG. 50  illustrates a screen from the crew IO control node; 
         FIG. 51  illustrates a first interaction of a user with the screen of  FIG. 50 ; 
         FIG. 52  illustrates a second interaction of the user with the screen of  FIG. 50 ; 
         FIG. 53  illustrates a third interaction of the user with the screen of  FIG. 50 ; 
         FIG. 54  illustrates another screen from the crew IO node; 
         FIG. 55  illustrates yet another screen from the crew IO node; 
         FIG. 56  illustrates another screen from the crew IO node; 
         FIG. 57  illustrates yet another screen from the crew IO node; 
         FIG. 58  illustrates another screen from the crew IO node; 
         FIG. 59  illustrates a fifth method contemplated to operate together with an IO node of the present technology, such as, for example, the crew IO node of the present technology; 
         FIG. 60  illustrates a first interaction of a user with another screen; and 
         FIG. 61-64  illustrate various alternative of screens for displaying on the crew IO node. 
     
    
    
     DETAILED DESCRIPTION OF EMBODIMENT(S) OF THE PRESENT TECHNOLOGY 
     The present technology will now be described in connection with one or more embodiments. The discussion of any one embodiment is not intended to be restrictive or limiting of the present technology. To the contrary, the embodiments described are intended to be illustrative of the broad scope of the present technology. 
     Among other aspects, the present technology addresses controls for parameters on board an aircraft including environmental functions and functions related to passenger comfort. As noted above, environmental functions include, but are not limited to, things such as cabin temperature, the intensity of the cabin lighting, and the degree to which the window shades are open, among other variables. Functions related to passenger comfort include those related to actuation of a personal reading light, control over the air flow through an overhead vent, positioning of the passenger seat (i.e., upright or reclined), and a remote call for a flight attendant (i.e., a flight attendant call button). Other functions that are associated with passenger comfort include, but are not limited to control over media type (i.e., audio and/or video), content, and volume. With respect to content, selectivity may be provided so that a passenger may select a genre of music (i.e., jazz music or pop music) or a genre of movies (i.e., comedy or drama), among other variations. Individuals may control the volume of the media that has been selected. 
     As should be apparent, and as will be made more apparent in the discussion that follows, the labels “environment” and “passenger comfort” when applied to specific functions that are controllable in an aircraft are merely provided to assist with an understanding of the present technology. Use of either of the labels is not intended to be limiting, as the labels are not considered to be mutually exclusive of one another or of other functions that are not highlighted herein. For example, control over the degree to which the window shades are opened qualifies as control over an environmental function and also over aspects of passenger comfort. The lights in the aircraft belong to the same, crossover category. 
     With respect to the present technology, the terms “front” (or “fore”), “rear” (or “aft”), left (or “port”), and right (or “starboard”) are used in the conventional fashion when referring to an aircraft. These conventions refer to the front, rear, left, and right sides of an aircraft as determined by its normal, forward direction of travel. 
     In addition, reference is made to members of the flight crew on board the aircraft. The term “flight crew” is intended to be generic to any member of the flight crew, including the pilot, co-pilot, and/or flight attendants. In other words, the term “flight crew” is intended to refer to persons other than passengers on board the aircraft. 
     The term “bulkhead” is used in the discussion of the present technology. A bulkhead is wall that is disposed within the aircraft. A bulkhead may or may not be a structural component of the aircraft. 
     It is contemplated that the crew IO node (or crew GUI) of the present technology may be provided on a corporate or private aircraft. In other words, it is contemplated that the present technology may be employed in an aircraft that typically has limited seating by comparison with a commercial, passenger aircraft. While corporate, business, or personal aircraft encompass the primary focus of the crew IO node of the present technology, the present technology is not limited just to such aircraft. To the contrary, the present technology may be employed in any aircraft, including commercial passenger aircraft, without departing from the scope of the present technology. 
     In addition, while the crew IO node of the present technology is contemplated to be employed on an aircraft, it is noted that the present technology may be employed in any other suitable environment. For example, the present technology may be practiced on a passenger car of a train, on board a ship, or any other suitable environment that should be apparent to those skilled in the art. 
     It is contemplated that the crew IO node of the present technology will be used in conjunction with a distributed architecture  10 , one embodiment of which is illustrated in  FIG. 1 . The distributed architecture includes a central processing unit  12  (“CPU”) that includes a processor  14  and a controller  16 . The CPU  12  may be a computer, as should be apparent to those skilled in the art. However, the term CPU  12  is not intended to be limited only to a computer or any part thereof. To the contrary, the term CPU  12  is intended to encompass any type of computing device that may operate to provide the functionality described herein. 
     The term “processor” is intended to broadly encompass any device capable of executing machine-readable instructions. In other words, the term “processor  14 ” is intended to refer to any device or component that processes instructions and data. As an example, semiconductor chips within a computer are considered to fall within the definition of the term “processor  14 .” 
     While it is contemplated that the processor  14  will be a single component of the distributed architecture  10 , the distributed architecture  10  is not intended to be limited solely to such a construction. The processor  14  may include multiple devices that are separate from one another, but cooperate together to process data and execute instructions. For example, the processor  14  may include a semiconductor processing chip and/or any other peripheral devices that support the operation of the semiconductor processing chip. Alternatively, the processor  14  may encompass processing chips that are located in separate systems, but which are operatively connected to provide the desired functionality. 
     As also illustrated in  FIG. 1 , the CPU  12  includes a controller  16 . In one embodiment, it is contemplated that the controller  16  may be a hardware component that is separate from the processor  14 . In a second contemplated embodiment, the controller  16  may be embodied in software (i.e., operating software) that runs on the central processing unit  12 . In other words, in this second embodiment, the processor  14  may be the device on which the controller  16  is executed. In a third contemplated embodiment, the controller  16  may be a combination of hardware and software. Regardless of whether the controller  16  is hardware, software, or a combination of the two, it is contemplated that the controller  16  will facilitate communication between the processor  14  and any input/output (“IO”) and/or peripheral devices connected thereto. The peripheral devices include the side ledge IO node of the present technology. 
     While the distributed architecture  10  is described in terms of a CPU  12 , a processor  14 , and a controller  16  (among other components), it is noted that this configuration is not intended to be illustrative of the breadth of the present technology. The configuration is not intended to exclude any possible server/client configurations. For example, the CPU  12  may be a server on which a client is resident. The controller  16  may be the client. In another configuration, the CPU  12  may be a server that provides access to an independent client. In still another configuration, the CPU  12  may be a router. 
     As should be apparent, there are many appellations that may be applied to the components comprising the distributed architecture  10 . Those variations and equivalents are intended to be encompassed by the scope of the present technology. 
     As illustrated in  FIG. 1 , the processor  14  may connect to one or more databases  18 . The database  18  may be a memory storage device, an IO device such as an MP3 player, a compact disc (“CD”) player, a digital video disk (“DVD”) player, or any other suitable storage and playback device. To emphasize the breadth of what is meant by the term, the database  18  may include, but is not limited to, any suitable memory on which the CPU  12  relies for its operation. The term database  18  should not be understood to be limited solely to memory devices. 
     It is noted that the distributed architecture  10  contemplated for use with the crew IO node of the present technology also may be connected to other systems and processors on board the aircraft. For example, the distributed architecture  10  may receive input from a flight computer on board the aircraft. These other input devices are not illustrated for simplicity. It is noted, however, that other inputs may be provided to the distributed architecture  10 , as should be apparent to those skilled in the art. 
     The distributed architecture  10  is intended to be specific to the passengers and flight crew on an aircraft. As a result, the CPU  12  is contemplated to connect to at least two IO nodes: (1) a passenger IO node  20  and (2) a crew IO node  22 . The passenger IO node  20  receives input from and provides output to the passenger. The crew IO node  22  receives input from and provides output to members of the flight crew. Both the passenger IO node  20  and the crew IO node  22  connect to the controller  16 , through which selected inputs and outputs are directed. 
     The passenger IO node  20  is contemplated to encompass any suitable input/output device that may be available to a passenger. Similarly, the crew IO node  22  is intended to encompass any suitable input/output device that may be available to a member of the flight crew. In other words, while the present technology will be described in connection with specific devices, the present technology is not intended to be limited thereby. Other devices may be provide or substituted for the devices described herein without departing from the scope of the present technology. 
     In addition, as will be made more apparent in the discussion that follows, the passenger IO node  20  and the crew IO node  22  are contemplated to provide overlapping functionality. Therefore, the discussion of a particular functionality with respect to one IO node  20 ,  22  does not preclude the same functionality from being provided via the other of the IO nodes  20 ,  22 . 
     As illustrated in  FIG. 1 , the various components of the distributed architecture  10  connect to one another via communication lines  24 . The communication lines  24  may be wired or wireless communication lines, as should be apparent to those skilled in the art. Wired communication lines encompass, but are not limited to, wired connections and docking stations (for one or more of the IO nodes). Wireless communication lines may be provided via any suitable data format including, but not limited to, a Bluetooth™ connection (where appropriate). 
     Additionally, the communication lines are illustrated as two-way communication channels. While depicted as two-way communication channels, it is noted that one-way communication channels may be employed without departing from the scope of the present technology. In addition, it is also contemplated that the communication channels  24  may encompass one or more busses that channel multiple channels of communication along a single communication line  24 . 
       FIG. 2  illustrates a second embodiment of a distributed architecture  26  contemplated for use with the crew IO node  22  of the present technology. As will be made apparent from the discussion that follows, the second embodiment of the distributed architecture  26  may be considered as a variation of the first embodiment. 
     The distributed architecture  26  is directed to a location-oriented approach rather than a person-oriented approach, as detailed in connection with the distributed architecture  10 . The person-oriented approach that is employed for the distributed architecture  10  encompasses an architecture where an IO node is associated with an individual, such as a passenger or a member of the flight crew. The location-oriented approach for the distributed architecture  26  encompasses an architecture that relies, at least in part, on IO nodes that are placed at specific locations with the aircraft. 
     As will be made apparent in discussion that follows, there is an overlap between the first distributed architecture  10  and the second distributed architecture  26 . 
     As illustrated in  FIG. 2 , the second distributed architecture  26  is similar to the first distributed architecture in that the distributed architecture  26  includes the CPU  12 , the processor  14 , the controller  16 , and the database  18 . The second distributed architecture  26  differs from the first distributed architecture  10  in that additional IO nodes are provided at specific locations within the aircraft cabin, as noted above. 
     As illustrated in  FIG. 2 , the second distributed architecture is contemplated to include the passenger IO node  20  and the crew IO node  22 . In addition, the second distributed architecture  26  includes a bulkhead IO node  28 , a side ledge IO node  30 , a table IO node  32 , and a window IO node  34 . Details of the bulkhead IO node  28 , the side ledge IO node  30 , the table IO node  32 , and the window IO node  34  are provided below. 
     As suggested by the nomenclature employed, the IO nodes  28 ,  30 ,  32 ,  34  are provided at specific locations in the aircraft. The person-specific IO nodes  20 ,  22  are contemplated to be portable devices that are associated with individuals and, as such, are not associated with any fixed structure within the aircraft. 
     As illustrated in  FIGS. 1 and 2 , the IO nodes  20 ,  22 ,  28 ,  30 ,  32 ,  34  connect to the controller  16 . The controller is contemplated to incorporate a hierarchical command structure that prioritizes input(s) from the different IO nodes  20 ,  22 ,  28 ,  30 ,  32 ,  34 . For example, the controller  16  may include a hierarchical command structure where input(s) provided by a crew member override (or nullify) input(s) provided by a passenger. In another contemplated scenario, input(s) provided at one of the IO nodes  20 ,  22 ,  28 ,  30 ,  32 ,  34  may be given priority over any other input(s). For example, a crew member may have closed the window shades in the aircraft so that the passengers may enjoy in-flight entertainment. A passenger may wish to open his or her window shade via the window IO node  34 . So that the passenger may do this, input(s) from the window IO node  34  may be placed at the top of the hierarchical command tree. Still further, the owner or operator of the aircraft may set the hierarchical command structure for the individual aircraft or a fleet of aircraft, as required or as desired. 
     It is noted that the window IO node  34  and the table IO node  32  are but two examples of nodes where limited space is available for control inputs and/or outputs. The present technology should not be understood to be limited to the nodes  32 ,  34  that are shown and described herein. 
     To facilitate the discussion of the distributed architectures  10 ,  26 , a top view of an aircraft  36  is illustrated in  FIG. 3 . The aircraft  36  that is depicted is merely exemplary of the infinite possible configurations that are possible and should not be understood to be limiting of the configurations with which the side ledge IO node of the present technology is contemplated to operate. 
     As illustrated in  FIG. 3 , the aircraft  36  has a front end  38 , a rear end  40 , a left side  42 , and a right side  44 . The fuselage  46  of the aircraft  36  defines a cabin  48  therein. The layout of the cabin  48  illustrated in  FIG. 3  may be provided for a corporate, business, or personal aircraft, such as a private jet. 
     The cabin  48  includes a cockpit  50 , a galley  52 , and a passenger area  54 . The cabin  48  also includes a forward lavatory  56 , a first passenger seating area  58 , a second passenger seating area  60 , a third passenger seating area  62 , a first bedroom  64 , a second bedroom  66 , and an aft lavatory  68 . 
     The first passenger seating area  58  is positioned adjacent to the galley  52  and the forward lavatory  56 . The first passenger seating area  58  is immediately aft of the door  70  that provides ingress into and egress out of the aircraft  36 . A first bulkhead  72  separates the area adjacent to the door  70  from the first passenger seating area  58 . 
     The first passenger seating area  58  is defined by one passenger seat  74  and a stowable table  76 . The passenger seat  74  is contemplated to be a reclining seat. However, the passenger seat  74  need not recline. The stowable table  76  is contemplated to be stowable in a side compartment adjacent to the passenger seat  74 . As required by applicable aviation laws, the table  76  must be stowed for taxi, take-off, and landing. 
     It is noted that the first passenger seating area  58  may be reserved for one or more crew members and, therefore, be understood to be a crew seating area  58 . Since the type of individual that uses the seating area  58  is not critical to operation of the present technology, the seating area  58  will be referred to herein as the first passenger seating area  58 . It is also noted that, while other seating areas are indicated as being for passengers, crew members may use these areas together with the passengers. 
     A second bulkhead  78  separates the first passenger seating area  58  and forward lavatory  56  from the second passenger seating area  60 . 
     The second passenger seating area  60  includes four passenger seats  74  that are positioned on opposite sides of a central aisle. Two seats  74  face one another across a table  76  on the right side  44  of the aircraft  36 . Similarly, two seats  74  face one another across a stowable table  76  on the left side  42  of the aircraft. 
     The third passenger seating area  62  is defined by six passenger seats  74 , a stowable table  76 , and a stowable conference table  80 . Two seats  74  face one another across the stowable table  76  on the right ride  44  of the aircraft  36 . Four seats  74  face one another (in two pairs) across a stowable conference table  78 . As illustrated, when the tables  76 ,  80  are deployed, they are contemplated to form a single conference table that extends across the width of the cabin  48 . 
     As is apparent from  FIG. 3 , the second seating area  60  and the third seating area  62  are not separated from one another by any bulkhead or other barrier. Instead, these passenger areas  58 ,  60  are contemplated to form a continuous passenger area within the cabin  48 . 
     The first bedroom  64  is separated from the third passenger seating area  62  by a third bulkhead  82 . The first bedroom  64  includes a divan  84  on the left side  42  of the aircraft  36  and a cabinet  86 , such as a media cabinet, on the right side  44  of the cabin  48 . It is contemplated that the divan  84  will function both as a couch (or a sofa) and a bed, depending upon its use or configuration. 
     The second bedroom  66  is separated from the first bedroom  64  by a fourth bulkhead  88 . The second bedroom  66  includes a divan  84  on the right side  44  of the aircraft  36 . A seat  74  and stowable table  76  are provided on the left side  42  of aircraft  36 . Also on the left side  42  is a cabinet  90 , which may be provided with a media center, including a monitor or a television. 
     A fifth bulkhead  92  separates the second bedroom  66  from the rear lavatory  68 . 
     It is noted that the fuselage  46  includes a plurality of windows  94 . 
     In addition, at least four monitors  96  (i.e., video output screens) are provided in the aircraft  36  at various locations. The monitors  96  are contemplated to be positioned to provide video information and entertainment to the passengers in the aircraft  36 . It is contemplated that entertainment also may be provided to the passengers via entertainment devices that are associated with the passenger seats  74 . 
     As illustrated, the cabin  48  also includes several side ledges  98  that extend along the length of selected ones of the passenger seating areas  58 ,  60 ,  62 . Where they are provided, the side ledges  98  are disposed between the passenger seat  74  and the wall of the fuselage  46 . As is apparent from  FIG. 3 , the side ledges  98  are provided in the first passenger seating area  58  and the second passenger seating area  60 . While side ledges  98  are not illustrated for the third passenger seating area  62 , side ledges  98  may be provided in this seating area without departing from the scope of the present technology. 
     It is noted that the term “side ledge” is intended to encompass other furniture within the cabin  48  of the aircraft  36  in addition to the typical side ledge  98  that is identified in  FIG. 3 . Specifically, a cabinet or side ledge  98  may be provided adjacent to the divan  84  in the aircraft  36 . While such a side ledge  98  would extend transversely to the travel direction of the aircraft  36 , the side ledge  98  may be provided with control functionality. In addition, if the aircraft  36  were to include a bed with night stands, the night stands would be considered as side ledges  98  for purposes of the present technology. 
     As should be apparent to those skilled in the art, the configuration for the cabin  48  of the aircraft  36  that is provided in  FIG. 3  is merely exemplary of the many possible configurations that may be employed in the cabin  48  of the aircraft  36 . In other words, the present technology should not be understood to be limited to use on aircraft  36  with the configuration depicted in  FIG. 3 . 
     With renewed reference to the distributed architectures  10 ,  26 , either architecture  10 ,  26  (or any variant thereof) may be employed onboard the aircraft  36 . For purposes of the discussion herein, the aircraft  36  includes the second distributed architecture  26 . 
     In this architecture, the passenger IO node  20  is contemplated to be a mobile electronic device, as discussed above. Mobile electronic devices include, but are not limited to, portable computers, tablets, and smartphones. As will be made apparent from the discussion that follows, it is contemplated that the passenger IO node  20  will be capable of receiving and storing a software program, such as an “app.” The app may be specific to a particular aircraft or airline, as required or desired. The app is contemplated to provide the software needed for proper interface with the controller  16  for operation of the distributed architecture  26 . In other words, the software resident on the passenger IO node  20  is contemplated to be configured to provide input to the CPU  12  and to receive output from the CPU  12 . 
     The crew IO node  22  also is contemplated to be a mobile device, such as a portable computer, tablet, or smartphone. As with the passenger IO node  20 , the crew IO node  22  is contemplated to be provided with a suitable app (or resident software) for interface with the CPU  12 . 
     Where the mobile IO nodes  20 ,  22  are tablets, it is contemplated that the tablets  20 ,  22  will be provided with the delivery to the customer of the aircraft  36 . In this embodiment, when a passenger boards the aircraft  36 , the passenger will be assigned one of the mobile devices for use during the flight. Similarly, when the flight crew embarks on the aircraft  36 , members of the flight crew will be assigned one of the mobile devices. 
     Alternatively, it is contemplated that a passenger may bring his or her own mobile device on board the aircraft  36 . If so, the passenger (and/or crew member) may be prompted to download suitable software (i.e., the app) for interface with the controller  16  prior to boarding the aircraft. Similarly, the members of the flight crew may bring their own mobile devices on board the aircraft  36 . If so, members of the flight crew also may be prompted to download suitable software on the personal device. In a further contemplated embodiment, the passenger (and/or crew member) may be prompted to download suitable software after boarding the aircraft, for example. It is noted that the apps (i.e., the software) downloaded by the passenger and the crew may be the same or may be separate apps, as required or as desired. 
     As also discussed above, the aircraft  36  may include additional IO nodes. 
     As noted above, the crew IO node  22  is the focus of the present technology. While the crew IO node  22  is contemplated to be embodied is an electronic tablet device with a touch-sensitive surface, the crew IO node  22  may be any other suitable alternative device without departing from the scope of the present technology. Moreover, while the present technology is described as a mobile device, meaning that it is not structurally secured to the aircraft  36 , the crew IO node  22  may be affixed in the aircraft  36  without departing from the scope of the present technology. 
     It is noted that the crew IO node  22  and the passenger IO node  20  that is contemplated to work together with the crew IO node  22  share similar functionality. More specifically, the crew IO node  22  is contemplated to include all of the functionality available on the passenger IO node  20  and also to include additional functionality that is specific to members of the flight crew and operation of the aircraft  36 . As a result, the passenger IO node  20  is discussed below, with the understanding that a discussion of the crew IO node  22  encompasses the same functionality. 
     It is noted that the term “user” is employed to refer to passengers and flight crew members, since both categories of persons are contemplated to be users of the present technology. As such, where the term “passenger” or “flight crew member” are used, the term is not intended to exclude use by any other user, as required or as desired. 
       FIG. 4  provides a perspective illustration of a portion of an interior of the cabin  48  of an aircraft  36  that incorporates the passenger IO node  20 . The passenger IO node is illustrated as a mobile computing device, such as a touch-sensitive tablet  130 . Also provided in  FIG. 4  is a second contemplated embodiment of the passenger IO node  20 , which is a retractable knob  132  that is disposed in the side ledge  98 . The retractable knob  132  is contemplated to provide at least some of (if not all of) the functionality of the tablet  130 . The details of the retractable knob  132  are not the focus of the present technology and, therefore, specific details concerning the retractable knob  132  are not provided herein. 
     In this illustrated embodiment, the passenger IO node  20  is disposed on a retractable stand  134  that extends from the side ledge  98  adjacent to the passenger seat  74 . The passenger IO node  20  is removably disposed in the stand  134 . In other words, the passenger IO node  20 , as embodied in the tablet  132 , is not integrally connected to the stand  134 . A table  76  also is illustrated in this view, to provide context for the present technology. 
     As should be apparent, the stand  134  need not extend from the side ledge  98 . It is contemplated that the stand  134  may extend from one of the arm rests on the passenger seat  74 . Alternatively, the stand  134  may extend from the table  76 . As should be apparent to those skilled in the art, the exact location where the stand  134  is positioned is not critical to the present technology. 
     As noted above, functions associated with passenger comfort fall into two general categories: (1) media functions and (2) cabin-related environmental functions. As such, the passenger IO node  20  is contemplated to provide an interface to the user that includes these two groups of functions. 
       FIG. 5  depicts one contemplated embodiment of a main menu  136  that is contemplated to be displayed, as a root menu, on the crew IO node  22 . The main menu  136  includes a media submenu  138  and a cabin submenu  140 . Submenu icons and words (both of which are referred to as “icons” herein whether they are words or pictograms) are selectable via the touch interface on the tablet  130 . 
     For purposes of the discussion of the present technology, it is noted that the designation “tablet  130 ” may refer to either the passenger IO node  20  or the crew IO node  22 . Both IO nodes  20 ,  22  may be embodied in a tablet. For this reason, the designation “tablet  130 ” is applied to both nodes  20 ,  22 . It is noted, as discussed in greater detail below, that the crew IO node  22  includes control over functionality that may not be accessed or controlled by a passenger. 
     In the illustrated embodiment, the media submenu  138  includes four options: (1) a video icon  142 , (2) a music icon  144 , (3) a television icon  146 , and (4) a map view icon  148 . Each of these separate options is accessible by touching the surface  150  of the crew IO node  22 . As should be apparent, the icons  142 - 148  that are available via the media submenu  138  are merely representative of the types of media that may be accessible by that menu. 
     The cabin submenu  136  includes nine options: (1) a cabin lighting icon  152 , (2) a window shade icon  150 , (3) an audio icon  152 , (4) a thermostat icon  154 , (5) a video icon  156 , (6) a presets icon  158 , a table light icon  164 , (8) a reading light icon  166 , and (9) a seat icon  168 . Each of these separate options also is available by touching the surface  150  of the crew IO node  22 . As with the media submenu  138 , the icons  152 - 168  that are included in the cabin submenu  140  are intended to be exemplary of the types of icons that may be available through the cabin submenu  140 . 
     As should be apparent, the media submenu  138  and the cabin submenu  140  do not present mutually exclusive functionalities. Some functions with the cabin  48  of the aircraft  36  may be accessed from either submenu  138 ,  140 . In other words, the menu trees for both submenus  138 ,  140  are contemplated to be interrelated and redundant. 
     The main menu  136  also includes a flight status bar  170 , which extends along a top edge of the main menu  136 . The flight status bar  170  provides a visual indication of the total duration of the flight, time elapsed since take off, and time remaining until landing. As should be apparent, the flight status bar  170  may provide additional information that may be of interest to the passenger. 
     The four icons in the media submenu  138  provide access to the four types of entertainment that are available to the passenger on board the aircraft  36 . 
     The video icon  142  provides access to a listing of the video entertainment available to the passenger on board the aircraft  36  as well as other functionality, as discussed below. 
     The audio icon  144  provides access to a listing of the audio (i.e., music) entertainment available to the passenger on board the aircraft  36 . Other functionality also may be made available via the audio icon  144 , as discussed herein. 
     The television icon  146  provides access to a listing of the television programming that may be available to the passengers. Television programming is contemplated to encompass pre-recorded content. However, it is contemplated that television programming also may include real-time television programming for aircraft  36  that are equipped to receive television programming during flight. 
     In one contemplated embodiment, the map view icon  148  is contemplated to provide a view of the geographic position of the aircraft  36 . As such, the crew and/or passenger may identify where the aircraft  36  is in its flight plan. The map view icon  148  also is contemplated to permit access to local geographic maps so that the crew and/or passenger may locate geographic points of interest, for example, at the destination location. 
     The cabin lighting icon  152  is intended to provide access to control over the main lighting in the cabin  48  of the aircraft  36 . The main lighting in the cabin  48  is the overhead lighting and is the lighting in the general passenger area of the aircraft  36 . The main cabin lighting in the aircraft  36  is distinguishable from other lighting that may be provided, such as a personal reading light, positioned over the passenger&#39;s seat  74  or a table reading light positioned over a table  76 ,  80  within the aircraft  36 . 
     The window shade icon  154  provides control over one or more of the window shades that cover the windows  94  in the aircraft  36 . The window shade icon  154  provides control over the degree to which the window shades in the aircraft  36  are opened or closed. 
     With respect to the window shades, it is noted that the window shades may be of any particular type without departing from the scope of the present technology. For example, the window shades may be made from a sheet of material that moves (via a motor, for example) in front of the window to block the transmission of light therethrough. Alternatively, the window shades may be made from an electrochromic material. Electrochromic materials respond to signals by altering their color and/or opacity. 
     In yet some alternative of the present technology, the window shades may be made from a combination of (1) a first window shade made from a sheet of material and (2) a second window shade made from an electrochromic material. The first window shade may be disposed between two window panels of a cabin window and the second window shade may be disposed inwardly in front of the first window shade. Other arrangements may also be envisioned and are therefore not limitative. In such embodiment, the first window shade and the second window shade may be controlled independently, for example via the controller  16 . As a result, a user (who may be a passenger or a crew member) may increase opacity of the second window shade while not modifying a position of the first window shade and vice-versa. In some alternative embodiments, both the first window shade and the second window shade may be controlled in a coordinated fashion so that the opacity of the second window shade varies as the position of the first window shade is modified. 
     In some embodiments of the present technology, both the first window shade and the second shade may be controlled by at least one of the passenger IO node  20 , the crew IO node  22 , the bulkhead IO node  28 , the sideledge IO node  30 , the table IO node  32  and the window IO node  34 . In some embodiments, the window IO node  34  may include two independent control interface components so as to independently control each one of the first window shade and the second window shade. In some embodiments, the window IO node  34  is designed to have a control interface component for controlling both the first window shade and the second window shade in a coordinated fashion. In such embodiment, when starting from a position in which the first window shade is fully open and the second window shade is transparent, and a user issues a first command to at least partially close the window shades, the window IO node  34  and/or the controller  16  may embody a control method, which upon execution, causes an increase in the opacity of the second window shade while not (or slightly) modifying a position of the first window shade. A second command (automatically or manually) issued by the user to fully close the window shades results in an increase of the opacity to a maximum level. Upon reaching the maximum level or slightly before, the position of the first window shade moves from an open (or partially open) position to a fully closed position. As such, the first and second window shades are controlled in a coordinated sequence. In an alternative, the opacity of the second window shade and the position of the first window shade may be controlled in a coordinated and quasi-proportional manner, such that as the position of the first window shade is lowered, the second window shade increases in opacity. 
     Conversely, when starting from a closed position in which the first window shade is fully closed and the second window shade is at a maximum level of opacity, and a user issues a first command to at least partially open the window shades, the control method may cause, modifying a position of the first window shade while not (or slightly) decreasing the opacity of the second window shade. A second command (automatically or manually) issued by the user to fully open the window shades results in fully opening the first window shade. Upon reaching the fully open position of the first window shade or slightly before, the level of opacity of the second window shade is decreased to its minimum level. Other variations of the control method may also be envisioned without departing from the scope of the invention. 
     The audio icon  156  is similar to the audio icon  144 , by providing access to the audio menu, as discussed further herein. 
     The thermostat icon  158  provides access to a menu that permits the crew and/or passenger to control the temperature within the cabin  48  of the aircraft  36 . 
     The video icon  160  is similar to the video icon  142 . This icon also provides access to the functionality of the video menu, as discussed further herein. 
     The presets icon  162  provides access to predetermined settings related to the cabin  48  of the aircraft  36 . By accessing the presents icon  162 , the crew and/or passenger may select from several preset environments within the aircraft to facilitate activities such as sleep, meetings, or entertainment viewing, as discussed below. 
     The table light icon  166  provides control over a light that may be positioned above a stowable table  76  or a conference table  80 , as may be provided in the cabin  48  of the aircraft  36 . 
     The reading light icon  164  provides access to control over one or more reading lights above the passenger seats  74  in the cabin  48 . 
     The seat icon  168  provides control over the comfort position of one or more of the seats  74  in the aircraft  36 . Via the seat icon  168 , the user may adjust the seat  74  between fully upright and fully reclined positions. The term “user” is used herein to refer to any person that has access to the functionality provided by the present technology on board an aircraft  36 . 
       FIG. 6  illustrates one contemplated embodiment of a video submenu  172  according to the present technology. If the user accesses the video icon  142  on the main menu  136 , the user will be directed to the video submenu  172 . In this illustration, the video submenu  172  encompasses movies that are available to the user. However, the video submenu  172  should not be understood to be limited solely to movie content. 
     The video submenu  172  includes at least four separate regions, each of which provides access to different, related functionality. 
     As shown, the video submenu  172  includes a media bar  174  that provides access to the different types of media that are available to the user. Since the user originally selected the video icon  142 , the video submenu  172  defaults to the video programming available to the user. The media bar  174  permits the user to change to a different media selection without having to return to the main menu  136 . 
     The video submenu also includes an available devices section  176 , a search bar section  178 , and a library section  180 . 
     The available devices section  176  provides a listing of the various video devices (i.e., the monitors  96 ) that are accessible on the aircraft. By selecting one or more of the icons associated with the available video devices  96 , the user may select which of the monitors  96  will display the selected video content. For example, the user may elect to have a selected movie played on a nearby monitor  96  as well as a remote monitor in one of the bedrooms  64 ,  66 . In this manner, the user may watch a movie from the user&#39;s seat  74  while his or her children watch the same movie in their bedroom  64 , for example. 
     The search bar section  178  is provided so that the user may input search words to locate specific video media within the library on board the aircraft  36 . 
     The library section  180  provides a listing of all of the video content that is available to the user. 
       FIG. 7  illustrates a search GUI  182  that may appear if the user wishes to access the search bar section  178 . The search GUI  182  displays a touch-sensitive keyboard  184  so that the user may input key words for initiation of a search of the video library, a portion of which may remain visible in the library section  180 . 
       FIG. 8  is a viewing options GUI  186  that may be presented to the user after specific video content has been selected for viewing. The viewing options GUI  186  includes a viewing area submenu  188  and a sound options submenu  190 . The viewing area submenu  188  allows the user to select one or more devices (i.e., one or more tablets  130  and/or one or more monitors  96 ) where the selected video is to be shown. As suggested by the viewing area submenu  188 , the cabin  48  of the aircraft  36  may be separated into various zones, consistent with the seating areas  58 ,  60 ,  62  and the bedrooms  64 ,  66 . As a result, the user may control the video being displayed in one or more zones within the aircraft  36 . The sound options submenu  190  permits the audio portion of the video content to be played via headphone on the armrest of the seat  74  or via speakers on the tablet  132  or speakers within the cabin  48  of the aircraft  36 . As indicated, the user may control the sound that is played in one or more zones within the cabin  48  of the aircraft  36 . 
       FIG. 9  illustrates one contemplated embodiment of an audio submenu  192 . The audio submenu is patterned similarly to the video submenu  172 . The same options are accessible via the audio submenu  192 . 
     If the user accesses the audio icon  144  on the main menu  136 , the user will be directed to the audio submenu  192 . In this illustration, the audio submenu  192  encompasses audio programs that are available to the user. However, the audio submenu  192  should not be understood to be limited solely to music content. 
     The audio submenu  192  includes at least four separate regions, each of which provides access to different, related functionality. 
     As shown, the audio submenu  192  includes the media bar  174  that provides access to the different types of media that are available to the user. Since the user originally selected the audio icon  144 , the audio submenu  192  defaults to the audio programming available to the user. The media bar  174  permits the user to change to a different media selection without having to return to the main menu  136 . 
     The audio submenu  192  also includes an available devices section  176 , a search bar section  178 , and a library section  180 . 
     Submenus of the audio submenu  192  are contemplated to operate in the same manner as the viewing options GUI  186 , discussed above. Specifically, audio programming may be played on one or more devices or within one or more zones in the aircraft  36 . Accordingly, further discussion of this functionality is not repeated here. 
       FIG. 10  illustrates one contemplated embodiment of a television submenu  194 . The television submenu  194  is contemplated to provide a slightly different appearance than the video submenu  172  and the audio submenu  192 . In the television submenu  194 , a channel listing  196  is provided. The channel listing provides a list of the different television channels that are accessible to the user. The television submenu  194 , therefore, provides access to currently available (or real time) television channels. 
     If real time television stations are not available, the television submenu  194  is contemplated to default to a pre-recorded television shows library. In such a case, the television submenu  194  is contemplated to operate in the same manner as the video submenu  172  or the audio submenu  192 . 
     Submenus of the television submenu  194  are contemplated to operate in the same manner as the viewing options GUI  186 , discussed above. Specifically, television programming may be played on one or more devices or within one or more zones in the aircraft  36 . Accordingly, further discussion of this functionality is not repeated here. 
       FIG. 11  depicts one embodiment of a map view GUI  198  according to the present technology. A map of the world and the location of the aircraft  36  are provided to the passenger. 
       FIG. 12  depicts a local map GUI  200 . The local map GUI  200  is contemplated to provide interactive access to any selected geographic location, such as the destination of the aircraft  36 . It is contemplated that the local map GUI  200  will include a search bar that permits the user to look for desired landmarks, restaurants, shops, etc. 
       FIG. 13  illustrates one embodiment of a cabin lights GUI  202  contemplated for use as a part of the present technology. The cabin lights GUI  202  includes zone designators  204 ,  206 ,  208 . By selecting and highlighting one or more of the zone designators  204 ,  206 ,  208 , the user is able to control the cabin lighting in the selected zones within the aircraft  36 . 
     Two controls over the cabin lighting are provided via the cabin lights GUI  202 . The user is provided with control over the intensity (or brightness) of the cabin lights via the intensity control menu  210 . Cabin light intensity is contemplated to be controllable from a minimum of 0 lumens to a predetermined maximum. The user also may be provided with control over the color of the cabin lights via a color control menu  212 . Color refers to the “warmness” of the light, as should be apparent to those skilled in the art. Warmer light includes more yellow light elements. Cool light includes a bluer appearance. It is contemplated that the user may be provided control over the coolness or warmness of the light, as indicated by the color control menu  212 . Both the intensity control menu  210  and the color control menu  212  are contemplated to be presented as slider bars, with slider elements  214 ,  216 , that assist the passenger to appreciate where the controls are in relation to the extremes. 
     The cabin lights GUI  202  also includes a window shades up icon  214  and a window shades down icon  216 . These icons provide control over the degree of openness of one or more of the window shades in the cabin  48 . The table light icon  164  also is provided to the user. As should be apparent, other controls for other lighting also may be provided on the cabin lights GUI  202 . Control over any lights in the cabin  48  is contemplated to include control over the intensity of the light and the warmness or coolness of the light. With respect to the warmness (i.e., the yellow or amber content) or coolness (i.e., the blue content) of the light, it is contemplated that the user will adjust the color of the light between two standard colors for the light. As should be apparent, the colors may be set according to standards for lighting or they may be selected by the aircraft owner or user, as appropriate. 
     In an alternate embodiment, it is contemplated that the user may be provided with even greater control over the color of the lights in the aircraft  36 . It is contemplated, for example, that the user may be able to control the red, green, and blue (“RGB”) values for the lights in the cabin  48 . If so, RGB controllers are anticipated to be displayed on the tablet  130 . As should be apparent, for control over the color of the lights, it is contemplated that the lights will be light emitting diodes (“LEDs”), where control over the saturation of the RGB values for the LEDs is permissible. As should be apparent, other light sources may be employed without departing from the scope of the present technology. 
       FIG. 14  illustrates one embodiment of a window shades GUI  218  contemplated for use as a part of the present technology. The window shades GUI  218  includes window designators  220 . By selecting and highlighting one or more of the window designators  220 , the user is able to control the window shade in the selected window  94  within the aircraft  36 . In a further contemplated embodiment, the user may be provided with control over the window shades in selected zones in the aircraft  36 . 
     Control over the degree of openness of the window shades is contemplated to be provided via a control bar  222  with a slider  224 . The slider  224  is contemplated to provide control over the window shades from a fully closed to a full opened condition. 
       FIG. 15  illustrates one contemplated embodiment of a thermostat GUI  226 . The thermostat GUI  226  includes zone indicators  228  so that the user may select one or more zones for which the temperature in the aircraft  36  is to be adjusted. The temperature is contemplated to be changed using a temperature control bar  230  with a slider  232 . The temperature is contemplated to be controllable within 5-10° C. of the standard ambient of 25° C. Of course, a greater or lesser control may be provided as required or as desired. 
       FIG. 16  depicts one contemplated embodiment of a presets GUI  234 . The presets GUI  234  includes zone indicators  236 , as in previous embodiments. Each zone may be controlled according to a predetermined list of environmental conditions (i.e., presets). In the illustrated example, there are three presets: (1) a dining preset  238 , (2) a movie preset  240 , and (3) a sleep preset  242 . An off switch  244  also is provided to disable one or more of the selected presets. Each preset is contemplated to have a lighting intensity, color, etc. associated therewith, where the presets are conducive to the activity listed, such as “dining.” In addition, the presets are contemplated to provide the most comfortable environment for the selected activity by adjusting parameters within the cabin  48  to meet preselected criteria. 
       FIG. 17  provides a seat selector GUI  246 , which permits the user to identify his or her seat  74  via the seat indicator  248 . Any environmental selections that are made by the user are then applied to the selected seat  74 . Alternatively, it is contemplated that the user may be provided control over the environmental and comfort conditions of other seats  74 . For example, a parent may wish to adjust comfort parameters for a child or a flight crew member may wish to adjust conditions for a passenger based on a verbal request. 
       FIG. 18  illustrates a change seat GUI  250 . The change seat GUI  250  permits the passenger to move from an initial seat  74  to a new seat  74 . Any selected comfort variables that the passenger selected may then be applied to the passenger&#39;s new seat. 
     As noted above, the crew IO node  22  is contemplated to include all of the functionality discussed in connection with the passenger IO node  20 . In addition, the crew IO node  22  is contemplated to include functionality that is specific to members of the flight crew and the operation of the aircraft  36 . 
     In the paragraphs that follow, the additional functionality of the crew IO node  22  is discussed. As noted above, the crew IO node  22  also is contemplated to be embodied in a tablet  130 . 
       FIG. 19  illustrates a crew main menu  252 , which is contemplated to be similar to the main menu  136  described in connection with  FIG. 5 . The crew main menu  252 , however, includes five additional icons, grouped in a crew cabin submenu  254 , that provide access to additional functionality available via the crew IO node  22 . The five additional icons include: (1) a scheduling icon  256 , (2) a notes icon  258 , (3) a report icon  260 , (4) a control panel icon  262 , (5) and a passenger roster icon  264 . Each of these icons, when accessed, takes the user to GUIs that provide specific functionality, as discussed in greater detail below. 
     It is noted that the crew main menu  252  need not be provided with the crew cabin submenu  254 . Functionality associated with the icons  256 - 264  that are in the crew cabin submenu  254  may be provided via a separate menu that is available only to the crew via the crew IO node  22 . 
       FIG. 20  depicts one contemplated embodiment of a scheduling GUI  266  that is presented to the crew member after pressing the scheduling icon  256 . The scheduling GUI  266  is contemplated to include a timeline  268  for the flight. The timeline  268  identifies specific events that may be preplanned for the flight. For example, if the flight is of a particularly long duration, the timeline  268  may include information that indicates when movies are to be played and in what sequence. The timeline  268  is contemplated to provide planning functionality to the crew. Once programmed, the timeline  268  may automatically execute the sequence of entertainment, etc., that has been preselected for a flight. 
     The scheduling GUI  266  also includes an events recorder  270  that records the events that occur during the flight. In the illustrated example, a flight attendant call  272  was made early in the flight. The flight attendant call  272 , which was made by one of the passengers via the passenger IO node  20 , for example, is recorded in the events recorder  270  to keep a running log of what occurred during the flight. 
     The scheduling GUI  266  also may include an altitude record  274  that provides a visual output of the vertical position of the aircraft  36  during the flight. The altitude record  274  may be provided with specific logic to prevent certain activities from occurring if those activities do not comply with applicable aviation guidelines. For example, if movies may be played only after the aircraft  36  reaches a particular altitude, the crew IO node  22  may be programmed to prevent the playing of any media until such time that the aircraft  36  has reached a suitable altitude. 
       FIG. 21  is a depiction of one contemplated embodiment of a notes GUI  276  that permits flight crew members to keep track if important information during the flight. For example, if the lavatory light burns out, the flight crew member may make a notation  278  via the notes GUI  276 . Flight maintenance crews may then rely on the notes to take corrective action after the aircraft  36  reaches its destination. 
       FIG. 22  depicts one contemplated embodiment of a report GUI  280  that may be presented to a crew member after accessing the report icon  260 . The report GUI  280  is contemplated to provide a tally of the supplies on board the aircraft  36  and to identify any supply needs. For example, if the aircraft  36  depletes its supply of paper towels, this information would be captured by the logic associated with the report GUI  280 . When the aircraft  36  lands, the supply may be replenished by the ground crew that services the aircraft  36 . In some alternative embodiments of the present technology, the controller  16  may comprise control logic allowing a sending, manual or automatic, of data packets comprising a summary of the tally of the supplies at a given time of the flight. The control logic may also comprise an ordering function allowing the aircraft crew to order supplies to a ground station while the aircraft is in flight. As a result, the ground crew that services the aircraft  36  may receive the summary of the tally of the supplies while the aircraft is still in flight and may start preparing the supplies that need to be replenished. This may result in a more efficient servicing of the aircraft as the ground crew knows in advance the supplies that need to be replenished. 
     In some embodiments, the control logic allowing the ordering of supplies while the aircraft is in flight comprises displaying a list of items corresponding to supplies available in the aircraft cabin; receiving a control input associated with a selection of at least one item from the list of items; and transmitting to a ground station, via a network, an indication of the at least one selected item reflective of an order of supplies. The ground station may be a maintenance facility associated with a server configured so as to receive the indication of the at least one selected item from the aircraft cabin. In some embodiments, the network may be a conventional communication network allowing an aircraft to transmit data while in flight. 
       FIG. 23  provides one representation of a control panel GUI  282  that is accessible after pressing the control panel icon  262 . Various devices, such as the hot water heater, may be controlled via the control panel GUI  282 . In addition, the control panel GUI  282  may include a startup icon  284  and a shutdown icon  286 . The startup icon  284  is contemplated to provide a startup of all equipment onboard the aircraft  36  needed during the flight. Conversely, the shutdown icon  286  shuts off all of the equipment on board the aircraft  36 , usually after landing. 
       FIG. 24  depicts one contemplated embodiment of a passenger roster GUI  286  that may be accessed when pressing the passenger roster icon  264 . The passenger roster GUI  286  is intended to provide specific information about the passengers on the aircraft  36 . Pertinent information may include, for example, the passenger&#39;s name and any medications that the passenger may require during the flight. 
       FIG. 25  illustrates one method  288  contemplated by the present technology. The method  288  is considered to be generic to the operation of the crew IO node  22  of the present technology. In the discussion that follows, reference is made to the crew tablet  130 . As noted above, the tablet  130  is but one embodiment of the passenger IO node  20  of the present technology. The passenger IO node  20  may be embodied in other electronic devices, such as smart phones. Reference to the tablet  130 , therefore, should not be understood to limit the present technology solely to a tablet  130 , whether mobile or positioned at a fixed location within the aircraft  36 . 
     The method  288  begins at step  290 . From the start  290 , the method  288  proceeds to step  292  where the method  288  optionally receives input activating the user interface associated with the crew IO node  22 . As noted above, this includes, but is not limited to, activation of the tablet  130 . 
     It is contemplated that the tablet  130  might not provide any display until activated. As noted above, a user may activate the tablet  130  by touching the touch-sensitive surface  150  thereof. Alternatively, a switch (not shown) may be provided to turn on or turn off the tablet  130 . 
     Separately, it is contemplated that the tablet  130  may operate such that the tablet  130  remains in a constant on mode of operation. In this contemplated mode of operation, the tablet  130  may provide a display at all times during flight. 
     From optional step  292 , the method  288  proceeds to step  294 , where a menu for controllable parameters is displayed. The menu includes, but is not limited to, a display of the cabin light icon  152 , the window shade icon  154 , the audio icon  156 , the thermostat icon  158 , the video icon  160 , the presets icon  162 , the table light icon  164 , the reading light icon  166 , and the seat icon  168 . As discussed above, each of these icons is associated with a controllable parameter on board the aircraft  36 . As also noted, the crew main menu  252  is contemplated to include additional icons associated with the crew cabin submenu  254 . 
     The method  288  then proceeds to step  296 , where a selection of one of the controllable parameters is received by the method  288 . As noted above, the input may be received when a person taps on a particular icon  152 - 168  and/or  256 - 264 . In an alternative contemplated operation, the user may use a swiping motion to access the menus associated with the icons  152 - 168  and/or  256 - 264 . Specifically, the user may use a swiping motion, by dragging his or her finger across the surface  150  of the tablet  130 , to navigate through the different menus associated with each of the icons  152 - 168  and/or  256 - 264 . 
     If no input is received at step  296 , the method  288  proceeds to an optional step  298  where the tablet  130  is placed into a sleep mode. In the sleep mode, the tablet  130  may go dark. Alternatively, it may continue to display the screen last selected by a user. In still another embodiment, the tablet  130  may default to the crew main menu  252 . 
     If the user selects one of the controllable parameters by selecting one of the icons  152 - 168  and/or  256 - 264 , the method  288  proceeds to step  300 . At step  300 , the method  288  displays the controls appropriate for the selected controllable parameter. For example, if the table light icon  164  is selected, the light intensity menu  210  may be displayed. A color light menu  212  also may be displayed as another lighting option for the table light. 
     Once the control(s) are displayed, the method  288  proceeds to step  302 . At step  302 , the method  288  receives control input(s) from the user to adjust one or more of the controllable parameters in the cabin  48  of the aircraft  36 . 
     After receiving the input at step  302 , the method  288  proceeds to step  304 , where the selected, controllable parameters are adjusted according to the input provided by the user. 
     After step  304 , the method  288  is contemplated to return to step  294  and display the crew main menu  252 . 
     As noted above, it is contemplated that the tablet  130  will operate after being awakened by a person&#39;s touch. In keeping with this mode of operation, it is contemplated that the tablet  130  will enter into a sleep mode (or go dark) after the expiry of a predetermined time period. For example, if the tablet  130  has not received tactile input for a period of 2 minutes, the tablet  130  will be instructed to enter into the sleep mode where it will await the next command. 
       FIGS. 26-41  illustrate a second method  306  of operation of the tablet  130  of the present technology. 
     As illustrated in  FIG. 26 , the method  306  starts at step  308 . The method  306  then proceeds to optional step  310 , where the tablet  130  receives an input activating the tablet  130 . As noted above, the activation input may be a touch on the surface  150  of the tablet  130 . Other inputs may be employed to wake the tablet  130  from a sleep mode without departing from the scope of the present technology. 
     After being awakened at step  310 , the method  306  proceeds to step  312 , where the tablet  130  displays a menu of parameters that are controllable within the cabin  48  of the aircraft  36 . As noted above, the controllable parameters may be divided into two separate categories including, but not limited to, a media submenu  138 , a cabin submenu  140 , and a crew submenu  254 . As should be apparent, the media submenu  138 , the cabin submenu  140 , and the crew submenu  254  are contemplated embodiments of the present technology but should not be understood to be limiting of the present technology. 
     The method  306  then proceeds to step  314 , where the method  306  awaits receipt of the selection of media controls. If the user selects an option under the media submenu  138 , the method  306  proceeds to the media subroutine  316 , which is illustrated in  FIG. 27 . The connector  318  connects step  314  with the media subroutine  316 . 
     If the user does not select one of the options available in the media submenu  138 , the method  306  proceeds to step  320 . If the user selects one of the options associated with cabin parameters, the method  306  proceeds to the cabin subroutine  322  via the connector  324 . The cabin subroutine  322  is illustrated in  FIG. 28 . 
     It is noted that steps  314  and  320  are illustrated in series. However, these steps  314 ,  320  need not occur in the order presented. Moreover, the steps  314 ,  320  need not occur in series. It is contemplated that the steps  314 ,  320  may operate in parallel or in any other suitable order without departing from the scope of the present technology. 
     If the user does not select one of the cabin parameters in step  320 , the method  306  proceeds to step  326 , where the method  306  places the tablet  130  into a sleep mode. As noted, this step  326  is optional. It is contemplated that the tablet  130  may not enter a sleep mode. Instead, it is contemplated that the tablet  130  may remain in a constant on condition during operation of the aircraft  36 . 
       FIG. 27  illustrates the media subroutine  316 , which connects to the portion of the method  306  illustrated in  FIG. 26  via the connector  318 . 
     The media subroutine  316  starts at step  328 , where the method  306  awaits selection of video control(s). If video control(s) are selected, the method  306  proceeds to the video subroutine  330  via the connector  332 . The video subroutine  330  is illustrated in  FIG. 29 . 
     If the user does not select the video control(s), the method  306  proceeds to step  334 , where the method  306  awaits selection of the audio control(s). If the user selects the audio controls(s), the method  306  proceeds to the audio subroutine  336  via the connector  338 . The audio subroutine  336  is illustrated in  FIG. 30 . 
     If the user does not select the audio control(s) in step  334 , the method  306  proceeds to step  340 , where the method  306  awaits selection of the television control(s). If the user selects the television control(s), the method  306  proceeds to the television subroutine  342  via the connector  344 . The television subroutine  342  is illustrated in  FIG. 31 . 
     If the user does not select the television control(s), the method  306  proceeds to step  346 , where the method  306  awaits selection of the map view control(s). If the user selects the map view control(s), the method  306  proceeds to the map subroutine  348  via the connector  350 . 
     As should be apparent, while the steps  328 ,  334 ,  340 ,  346  are illustrated in a particular order, the present technology does not require that the steps  328 ,  334 ,  340 ,  346  be executed in this order. The steps  328 ,  334 ,  340 ,  346  may be executed in any order without departing from the scope of the present technology. In an alternative contemplated embodiment, the steps  328 ,  334 ,  340 ,  346  may proceed in parallel. 
     If the user does not select the map view control(s), the method  306  proceeds to step  352 , where the method  306  optionally places the tablet  130  into sleep mode. From step  352 , the method  306  returns to step  310  via the connector  354 . 
       FIG. 28  illustrates the cabin subroutine  322 . As discussed in the paragraphs that follow, the cabin subroutine  322  illustrates one contemplated subroutine for processing input and output related to the parameters associated with functions that are controllable within the cabin  48  of the aircraft  36  from the tablet  130 . 
     The cabin subroutine  322  connects to the portion of the method  306  illustrated in  FIG. 26  via the connector  324 . 
     The cabin subroutine  322  then proceeds to step  356 , where the subroutine  322  authenticates if the user of the tablet  130  is a flight crew member. If the person operating the tablet  130  is a flight crew member, the method  306  proceeds to step  358 . At step  358 , the method  306  makes flight crew control(s) available to the flight crew member. It is noted that, if the user is authenticated as a flight crew member, the tablet  130  transitions to a crew IO node  22  and additional functionality becomes available to the flight crew member, as noted above. 
     In connection with the activation of flight crew options at step  358 , the method  306  makes available the functionality designated by the connector  360 . The connector  360  provides access to the flight crew subroutine  362 , which is illustrated in  FIG. 41 . The flight crew subroutine  362  is described in greater detail below. With the understanding that the flight crew member will have additional features available to him or her, the method  306  proceeds to step  364 . If the user is not a flight crew member but is a passenger, the method  306  proceeds to step  364  without additional functionality being provided to the passenger. 
     At step  364 , the method  306  awaits receipt of the selection of cabin light control(s). The cabin light control(s) are made available if the user accesses the cabin light icon  152 . If the method  306  receives the cabin light control(s), the method  306  proceeds to the cabin light subroutine  366  via the connector  368 . The cabin light subroutine  366  is illustrated in  FIG. 33 . 
     If the method  306  does not receive any selection of cabin light control(s), the method  306  proceeds to step  370 . At step  370 , the method awaits input of window shade control(s). The window shade control(s) are available through activation of the window shade icon  154 , for example. If the method  306  receives input for the window shade control(s), the method proceeds to the window shade subroutine  372  via the connector  374 . The window shade subroutine  372  is illustrated in  FIG. 34 . 
     If the method  306  does not receive inputs for the window shade control(s), the method  306  proceeds to step  376 , where the method  306  awaits input for audio control(s). If the user accesses the audio control(s), the method  306  proceeds to the audio subroutine  336  via the connector  338 . The audio subroutine  336  is illustrated in  FIG. 30 . 
     If the method  306  does not receive any selection of audio control(s) in step  376 , the method proceeds to step  378 , where the method  306  awaits selection of the thermostat controls. If the method  306  receives a selection of the thermostat control(s), such as by receiving a selection of the thermostat icon  158 , the method  306  proceeds to the thermostat subroutine  380 , which is illustrated in  FIG. 35 . The thermostat subroutine  380  connects to the portion of the method  306  depicted in  FIG. 28  via the connector  382 . 
     If the method  306  does not receive a selection of the thermostat control(s), the method proceeds, via the connector  384 , to step  386 , which is illustrated in  FIG. 36 . At step  386 , the method  306  awaits input selecting the video control(s) that are made available by the selection of the video icon  160 , for example. 
     If the method receives a selection of video control(s) at step  386 , the method  306  proceeds to the video subroutine  330 , which is illustrated in  FIG. 29 . The connector  332  indicates the connection to the video subroutine  330 . The video subroutine  330  may be accessed via the video icon  160 , for example. 
     If the method  306  does not receive the selection of video control(s) at step  386 , the method proceeds to step  392 . At step  392 , the method awaits selection of the presets control(s) via the tablet  130 . The user may access the presets control(s) by selecting the presets icon  162 , for example. If the user accesses the presets control(s), the method  306  transitions to the presets subroutine  394  via the connector  396 . The presets subroutine  394  is illustrated in  FIG. 37 . 
     If the method  306  does not receive any input indicating the selection of the presets control(s), the method proceeds to step  398 . At step  398 , the method  306  determines if the user provides input selecting the table light control(s). If so, the method  306  proceeds to the table light subroutine  400 , which is illustrated in  FIG. 38 . The table light control(s) are accessible via the table light icon  164 , for example. The connector  402  connects step  398  with the table light subroutine  400 . 
     If the method  306  does not receive any input from the user that the user has selected the table light icon  164 , the method  306  proceeds to step  404  where the method  306  awaits input of the selection of the reading light control(s). If the user selects the reading light control(s) by accessing the reading light icon  166 , for example, the method proceeds to the reading light subroutine  406  via the connector  408 . The reading light subroutine  406  is illustrated in  FIG. 39 . 
     If the method  306  does not receive any input from the user selecting the reading light control(s), the method  306  proceeds to step  410 . At step  410 , the method  306  awaits input of the selection of the seat control(s). The seat controls may be accessed by selecting the seat icon  168 . If the method  306  receives the selection of the seat control(s), the method  306  proceeds to step  412  via the connector  414 . The seat subroutine is illustrated in  FIG. 40 . 
     If the method  306  does not receive input regarding the seat, the method  306  proceeds to step  416 , where the method  306  optionally places the tablet  130  into a sleep mode. From step  416 , the method  306  returns to step  310  via the connector  354 . 
     It is noted that the steps  364 ,  370 ,  376 ,  378 ,  386 ,  392 ,  398 ,  404 ,  410  need not be executed in the order described in connection with  FIGS. 28 and 36 . To the contrary, the steps may be performed in a different order without departing from the scope of the present technology. Alternatively, one or more of the steps  364 ,  370 ,  376 ,  378 ,  386 ,  392 ,  398 ,  404 ,  410  may be performed in parallel without departing from the scope of the present technology. 
       FIG. 29  illustrates the video subroutine  330 , as discussed above. 
     The video subroutine  330  starts at step  418 , which follows from the connector  332  that is illustrated in  FIG. 27 . 
     At step  418 , the method  306  displays the video library  180 , which is contemplated to encompass all of the video files that are accessible by the user. The video files may be stored in the database  18 , for example. While the video files may be displayed in any particular order and according to any particular sorting parameter(s), it is contemplated that the video files will be presented in alphabetical order. 
     From step  418 , the method  306  proceeds to step  420  where the method  306  determines if there has been a selection of specific video content. 
     If specific video content has been selected, the method  306  proceeds to step  422 . At step  422 , the selected video content is played to the user until the video content is exhausted. In other words, at step  422 , the video content is anticipated to be played from the beginning to the end of the video file. As should be apparent, control options may be provided to the user to start, stop, advance, and retard the play back of the video file at any point during the playback of the video content. As indicated above, the video content may be provided in the form of an electronic file, a file read from a storage medium (i.e., a digital video disk), etc. 
     After the video file is played, the method  306  returns to step  310  via the connector  354 . Since the user has control over the playback of the video content, the method  306  may return to the step  310  at any time after the user elects to stop the playback, as appropriate. 
     If the user does not select a particular video from the video library  180 , the method proceeds to step  424 , where the method  306  awaits the user&#39;s selection of search controls. The search controls and search terms may be entered, for example, in the search GUI  182 . 
     If the user enters search parameters, the method  306  proceeds to step  426  where the method  306  displays search control(s). In this step  426 , the search controls and search terms may be entered, for example, in the search GUI  182 . Searching is contemplated to be performed based on words, phrases, or other suitable search parameters. 
     At step  428 , the method  306  receives the search parameter(s) from the user. 
     From step  428 , the method  306  proceeds to step  430 , where the method  306  displays the result(s) of the search to the user. 
     After the search results are displayed, the method returns to step  420 , where the user is permitted to select one of the results from the results that are displayed at step  430 . 
     If the method  306  does not receive the selection of search control(s) at step  424 , the method proceeds to step  432 , where the method  306  receives a selection of volume controls. If the user does not select the volume controls, the method returns to step  310  via the connector  354 . If the user does select the volume controls, the method  306  proceeds to step  434 , where the volume controls are displayed to the user. 
     At step  436 , the method  306  receives input for the volume controls. 
     The method  306  then proceeds to step  438 , where the method  306  adjusts the volume according to the input provided by the user. 
     After step  438 , the method  306  returns to step  310  via the connector  354 . 
       FIG. 30  illustrates the audio subroutine  336 , as discussed above. 
     The audio subroutine  336  starts at step  440 , which follows from the connector  338  that is illustrated in  FIG. 27 . 
     At step  440 , the method  306  displays the audio library  180  in the audio submenu  192 , which is contemplated to encompass all of the audio files that are accessible by the user. The audio files may be stored in the database  18 , for example. While the audio files may be displayed in any particular order and according to any particular sorting parameter(s), it is contemplated that the audio files will be presented in alphabetical order. 
     From step  440 , the method  306  proceeds to step  442  where the method  306  determines if there has been a selection of specific audio content. 
     If specific audio content has been selected, the method  306  proceeds to step  444 . At step  444 , the selected audio content is played to the user until the audio content is exhausted. In other words, at step  444 , the audio content is anticipated to be played from the beginning to the end of the audio file. As should be apparent, control options may be provided to the user to start, stop, advance, and retard the play back of the audio file at any point during the playback of the audio content. As indicated above, the audio content may be provided in the form of an electronic file, a file read from a storage medium (i.e., a compact disk, digital audio disk, or mp3 file, etc.). 
     After the audio file is played, the method  306  returns to step  310  via the connector  354 . Since the user has control over the playback of the audio content, the method  306  may return to the step  306  at any time after the user elects to stop the playback, as appropriate. 
     If the user does not select a particular audio from the audio library  180 , the method proceeds to step  446 , where the method  306  awaits the user&#39;s selection of search controls. The search controls and search terms may be entered, for example, in the search GUI  192 . 
     If the user enters search parameters, the method  306  proceeds to step  448  where the method  306  displays search control(s). In this step  448 , the search controls and search terms may be entered, for example, in the search GUI  192 . Searching is contemplated to be performed based on words, phrases, or other suitable search parameters. 
     At step  450 , the method  306  receives the search parameter(s) from the user. 
     From step  450 , the method  306  proceeds to step  452 , where the method  306  displays the result(s) of the search to the user. 
     After the search results are displayed, the method returns to step  442 , where the user is permitted to select one of the results from the results that are displayed at step  452 . 
     If the method  306  does not receive the selection of search control(s) at step  446 , the method proceeds to step  454 , where the method  306  receives a selection of volume controls. If the user does not select the volume controls, the method returns to step  310  via the connector  354 . If the user does select the volume controls, the method  306  proceeds to step  456 , where the volume controls are displayed to the user. 
     At step  458 , the method  306  receives input for the volume controls. 
     The method  306  then proceeds to step  460 , where the method  306  adjusts the volume according to the input provided by the user. 
     After step  460 , the method  306  returns to step  310  via the connector  354 . 
       FIG. 31  illustrates the steps comprising the television subroutine  342  of the method  306 . The television subroutine  342  begins from the connector  344 , as illustrated. 
     The television subroutine  342  of the method  306  of the present technology starts with a display of the television submenu  194  at step  462 . One contemplated embodiment of the television submenu  194  is shown in  FIG. 10 . 
     After the display of the television library in step  462 , the method  306  proceeds to step  464 , where the method  306  awaits receipt of the selection of television content. Television content may include the selection of a particular television channel or pre-recorded television content. If the method  306  receives selected television content from the user, the method  306  proceeds to step  466 , where the selected television content is played. After the selected television content is played, the method  306  returns to step  310  via the connector  354 . 
     If the method  306  does not receive a selection of television content, the method proceeds to step  468  where the method receives a selection of search controls. If the method  306  does not receive a selection of search controls, the method  306  returns to step  310  via the connector  354 . 
     If the method  306  receives a selection of search controls, the method  306  proceeds to step  470  where the method displays search controls. 
     At step  472 , the method  306  receives input of search parameters. The user may search for specific content, for a genre of television programs, etc. 
     After receiving the search parameters, the method  306  proceeds to step  474 , where the method displays the search results. The user may then select content from the displayed results. As such, the method returns to step  464  from step  474 . 
       FIG. 32  illustrates the global map subroutine  348  according to one contemplated embodiment of the present technology. The global map subroutine  348  starts at step  476 , which follows from the connector  350 . At step  476 , the method displays the global map GUI  198 . One contemplated embodiment of the global map GUI  198  is shown in  FIG. 11 . 
     The method  306  proceeds to step  478  where the method  306  awaits receipt of a selection of a local map view. If the method  306  does not receive any selection of a local map view, the method  306  proceeds to step  480 . 
     At step  480 , the method  306  awaits selection of local map search parameters via the local map GUI  200 . The local map GUI  200  may be configured to receive search parameters associated with the destination of the flight, for example. The user may wish to search for restaurants, museums, and other points of interest at the destination location for the flight, for example. 
     If the method  306  does not receive a selection of local map search parameters at step  480 , the method  306  returns to step  310  via the connector  354 . 
     If the method  306  receives a selection of local map search parameters at step  480 , the method  306  proceeds to step  482 . At step  482 , the method  306  displays the results for the local map search. 
       FIG. 33  illustrates the cabin lights subroutine  366 . The cabin lights subroutine  366  is contemplated to provide control over the cabin lights in the aircraft  36 . 
     The cabin lights subroutine  366  begins at step  484 , which is connected to step  364 , for example, via the connector  368 . At step  484 , the method  306  displays the controls for cabin light intensity and/or color. As noted above, the intensity of the cabin lights may be altered to provide a desirable brightness for the lights in the cabin  48 . In addition, it is contemplated that the color of the cabin lights may be adjusted between “warm” and “cool” tones. 
     After step  484 , the method  306  proceeds to step  486  where the method receives controls from the user over the cabin lights. The control inputs may be over light intensity and/or color. Controls may be possible via a suitable touch-sensitive control bar, as discussed above. 
     At step  488 , the method  306  adjusts the cabin light intensity and/or color based on the inputs received from the user. 
       FIG. 34  illustrates the window shade subroutine  372 . The window shade subroutine  372  provides control over the degree of openness of the window shades in the cabin  48  of the aircraft  36 . 
     The window shade subroutine  372  begins at step  490 , which follows the connector  374 . At step  490 , the method displays the controls for input of the degree to which one or more of the window shades is to be opened. The control may be by a control slider as discussed above. 
     At step  492 , the method receives control input from a user regarding the degree to which the window shades are to be opened on the aircraft  36 . As noted above, the control may be provided over a single window shade or a group of window shades. 
     At step  494 , the method  306  adjusts the degree to which the window shades are opened based on the input provided by the user. 
       FIG. 35  illustrates the thermostat subroutine  380 , which connects to the remainder of the method  306  via the connector  382 . 
     At step  496 , the method  306  displays the control inputs for controlling the temperature on board the aircraft  36 . The thermostat controls are contemplated to include a control bar a slider, but the controls are not limited to this arrangement. 
     At step  498 , the method  306  receives input for the thermostat controls. Specifically, the method  306  receives temperature inputs for one or more of the regions within the cabin  48  of the aircraft  36 . 
     At step  500 , the method  306  adjusts the temperature within the cabin  48  of the aircraft  36  according to the control inputs provided by the user. The method then returns to step  310  via the connector  354 . 
       FIG. 36  illustrates the remainder of the method  306  that is illustrated in  FIG. 28 . This portion of the method  306  continues after step  378 , to which a connection is made via the connector  384 . 
     This portion of the method  306  has already been described. 
       FIG. 37  illustrates the presets subroutine  394 . The presets subroutine connects to the method  306  via the connector  396 . 
     The presets subroutine  394  begins at step  502  where the method  306  displays the control inputs for the presets. One contemplated embodiment for this display is the presets GUI  234  that is illustrated in  FIG. 16 , for example. 
     At step  504 , the method  306  receives input for the control presets. As discussed above, one of the presets may include a lighting level and environmental controls that are suitable for viewing a meeting. Another preset may include environmental controls for assisting with sleep. 
     At step  506 , the method  306  adjusts that cabin parameters according to the inputs provided by the user. 
       FIG. 38  illustrates the table light subroutine  400 . The table light subroutine  400  provides access to and control over one or more lights that may be positioned above a retractable table  76  or a conference table  80 . 
     The table light subroutine  400  begins at step  508 , where the method  306  displays the controls for the table light. The controls may include a control bar and slider as previously described. The controls may include one or both of intensity of the table light and the color, as discussed above. 
     From step  508 , the method  306  proceeds to step  510  where the method  306  receives input regarding the intensity and/or color of the table light. The input may be provided by the user. 
     At step  512 , the method  306  adjusts the table light according to the input received at step  510 . 
       FIG. 39  illustrates a reading light subroutine  406 . The reading light subroutine provides control over a reading light that is contemplated to be local to the passenger seat  74 . In particular, the reading light is contemplated to be over the seat  74  of the passenger. The reading light subroutine  406  is contemplated to provide control over at least one of the light&#39;s intensity and/or color. 
     At step  514 , the controls for the reading light are displayed by the method  306  of the present technology. The controls are contemplated to encompass a control bar with a slider as discussed herein. Of course, other control schemes may be employed without departing from the scope of the present technology. 
     At step  516 , the method  306  receives input concerning the light intensity and/or color. 
     At step  518 , the method  306  adjusts the light intensity and/or color in accordance with the inputs received at step  516 . 
       FIG. 40  illustrates a seat subroutine  412 , which connects with step  410  in the method  306 , as illustrated in  FIG. 36 . 
     The seat subroutine  412  starts at step  520 , where the method  306  displays the controls that are associated with the seat input(s). 
     The method proceeds to step  522 , where the method  306  awaits a request from a user to change his or her seat assignment. If the method  306  receives a request for a passenger to change his or her seat assignment, the method  306  proceeds to step  524 . At step  524 , the method changes the seat assignment for the passenger according to the input received. A change in seat assignment includes a change in any preferences and settings previously provided for the seat of origin to the changes seat. Accordingly, it is contemplated that, if a passenger changes his or her seat  74 , the comfort parameters previously entered will be transferred to the passenger&#39;s new seat  74 . 
     If the method  306  does not receive a request for a passenger to change seats, the method  306  proceeds to step  526 . At step  526 , the method receives input from the user to adjust the seat. If the method  306  does not receive input to adjust the seat  74 , the method proceeds to step  310  via the connector  354 . If the method  306  receives input to adjust the seat, the method  306  proceeds to step  528 . At step  528 , the method  306  adjusts the seat  74  according to the input provided. After the seat  74  is adjusted, the method  306  returns to step  310  via the connector  354 . 
       FIG. 41  illustrates one contemplated flow chart for the crew cabin subroutine  362 , which is made available after authentication of the flight crew. 
     The crew cabin subroutine  362  begins at step  530 , where the crew main menu is displayed. The crew main menu may be configured consistently with the crew main menu  252  that is illustrated in  FIG. 19 , for example. As noted above, however, the crew main menu  252  that is illustrated is meant to be exemplary of any of a number of possible variations. In other words, the crew main menu  252  is not intended to be limiting of the present technology. 
     After the display step  530 , the crew cabin subroutine  362  proceeds to step  532 , where the method  306  awaits input regarding scheduling associated with the functionality that is controllable within the cabin  48  of the aircraft  36 . 
     If a flight crew member accesses an input function for the crew cabin subroutine  362  at step  532 , the method proceeds to step  534  where the scheduling GUI  266  is displayed. Through this display, the crew member may control various functions within the cabin  48  of the aircraft  36 . 
     It is contemplated that input may be provided in an interactive manner via the scheduling GUI  266  that is illustrated in  FIG. 20 . For example, if the flight crew member wishes to play a particular movie at a particular time index, the flight crew member may do so by accessing the scheduling GUI  268 . Alternatively, if the flight crew member would like for the movie to begin playing after the aircraft  36  reaches a particular altitude, the flight crew member may set this parameter via the altitude record  274 . 
     As with other subroutines described herein, after step  534 , it is contemplated that the method  306  may return to step  310  via the connector  354 . 
     If no-one selects the scheduling inputs at step  532 , the method  306  proceeds to step  536 , where the method awaits selection of inputs regarding notes. If a member of the flight crew accesses this feature, the method  306  proceeds to step  538 , where the method  306  displays the notes GUI  276 , such as the one illustrated in  FIG. 21 . 
     The notes GUI  276  is provided so that the flight crew may enter specific notes regarding a flight. As indicated in  FIG. 21 , this may include an indication that a lavatory light has burned out, requiring attention. Other notes also may be provided, as suggested by  FIG. 21 . 
     After notes are added, the method  306  is contemplate to return to step  310  via the connector  354 . 
     If the flight crew does not select the notes GUI  276 , the method  306  is contemplated to proceed to step  540 . At step  540 , the method  306  awaits receipt of a selection of the report icon  260 . 
     If the report icon  260  is selected, the method proceeds to step  542 , where the report GUI  280  is displayed. Once contemplated embodiment of the report GUI  280  is provided in  FIG. 22 . The report GUI  22   280  is contemplated to provide an interactive interface that permits the flight crew to update the status of items, for example, that are needed for operation of the aircraft  36 . For example, if the aircraft  36  is running low on paper towels, this may be reported so that the deficiency may be addressed at the next opportunity. 
     As before, at the conclusion of step  542 , the method  306  is contemplated to return to step  310  via the connector  354 . 
     If the method  306  does not receive a selection of the reports input(s), the method  306  proceeds to step  544 , where the method awaits receipt of the selection of control panel inputs. Control panel inputs are accessible be selecting the control panel icon  262 , for example. 
     If a flight crew member accesses the control panel icon  262 , the method  306  proceeds to step  546  where the method displays the control panel GUI  282 . One example of the control panel GUI  282  is provided in  FIG. 23 . 
     The control panel GUI  282  is contemplated to provide an interface that permits the flight crew member to turn on or turn off specific components on the aircraft  36 . For example, the flight crew member may wish to turn on the hot water heater that provides hot water to the lavatories on the aircraft  36 . 
     After the flight crew member provides any input for the controllable parameters that are available at step  546 , the method  306  is contemplated to return to step  310  via the connector  354 . 
     If no selection is made for the control panel, the method  306  is contemplated to proceed to step  548 , where the method  306  awaits selection of the passenger manifest inputs. 
     If the passenger manifest inputs are accessed, such as via the passenger manifest icon  264 , the method  306  proceeds to step  550 . 
     At step  550 , the passenger manifest GUI  286  is displayed. The passenger manifest GUI  286  is contemplated to provide an interactive menu so that the flight crew member may access and enter personal information about the persons on board the aircraft. 
     After receipt of any entries at step  550 , the method  306  is contemplated to return to step  310  via the connector  354 . 
     If the method  306  does not receive any selection of inputs at steps  532 ,  536 ,  540 ,  544 ,  548 , the method  306  is contemplated to return to step  310  via the connector  354 . 
     Turning now to  FIG. 42 , another contemplated method  2310  that is considered for operation of the distributed architecture  10 ,  26  of the present technology is illustrated. The method  2310  is considered to be generic to the operation of any of the IO nodes of the present technology, such as, but not limited to, the crew IO node  22  and/or the passenger crew IO node  20 . 
     The method  2310  begins at step  2312 . The method  2310  proceeds to step  2314  by displaying a graphical user interface (GUI) component representing a portion of the aircraft cabin. 
     At a step  2316 , the method  2312  proceeds by detecting, by a controller associated with the distributed architecture, that an event of a system of the aircraft cabin corresponding to a fault has occurred. In some embodiments, the controller may be the controller  16 . If no event is detected, then the method  2312  proceeds to returning to the step  2314 . If an event is detected, then the method  2312  proceeds to step  2318 . 
     At step  2318 , the method  2310  determines which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred. Then, at step  2320 , the method  2312  proceeds to displaying, on the IO node, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred. 
     In some embodiments, the method  2312  further comprises steps  2322  and  2324 . 
     At step  2322 , the method  2312  proceeds to displaying, on the IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin. 
     At step  2324 , the method  2314  proceeds to, in response to an action of a user on the actionable GUI component, displaying, on the IO node, information relating to the fault. 
     In some embodiments, the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin. 
     In some other embodiments, the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located. 
     In yet some other embodiments, the GUI component is a map of the aircraft cabin. 
     In some other embodiments, the method  2314  may further proceeds to a first additional step and a second additional step. The first additional step may comprise receiving a control input associated with a fault-transmission action. In some embodiments, the fault-transmission may be similar to the user interaction detailed below in connection with  FIG. 47 . The second additional step may comprise transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault. As previously mentioned, the ground station may be a maintenance facility associated with a server configured so as to receive the data associated with the fault. In some embodiments, transmitting to the ground station may comprise sending a bulk of data associated with a plurality of faults. In some embodiments, the network may be a conventional communication network allowing an aircraft to transmit data while in flight. 
     Turning now to  FIG. 43-48 , a screen  1000  to be displayed on an IO node is illustrated. In some embodiments, the IO node may be the crew IO node. The screen  1000  comprises a first graphical user interface (GUI) component  1012  allowing the user to (1) access to a list of fault messages and (2) visualise a number of fault messages contained in the list of fault messages. A second GUI component  1014  also allows the user to (1) access to a list of fault messages and (2) visualise a number of fault messages contained in the list of fault messages. The screen  1000  also comprises a third GUI component  1016 , a fourth GUI component  1018  and a fifth GUI component  1020  which will be further described in connection with  FIG. 44 . 
     In  FIG. 43 , the screen  1000  also comprises a graphical representation of an aircraft cabin  1030 . In the example of  FIG. 43 , the graphical representation of the aircraft cabin  1030  comprises a plurality of aircraft cabin sections which includes an aircraft cabin section identified by a visual indicator  1032 . The visual indicator  1032  may be associated with a specific color and/or a specific graphical effect (for example, a level of transparency different from the remaining of the screen  1000 , a question mark displayed within an area defined by the visual indicator  1032 , etc.). In some embodiments, the visual indicator  1032  may identify an aircraft cabin section. In some embodiments, a cabin section may comprise a cabin zone located between two bulkheads. In some embodiments, the cabin section may comprise multiple cabin zones, a portion of a cabin zone and/or individual items of the aircraft cabin (for example, a seat, a table, a light source, a window shade, an air conditioning nozzle . . . ). In some embodiments of the present technology, the visual indicator  1032  aims at identifying the aircraft cabin section associated with a system for which an event corresponding to a fault has occurred. The system may be a variety of systems and sub-systems, such as, but not limited to, light sources, window shades, electrically actuated seats, air conditioning units . . . ). Multiple variations will become apparent to the person skilled in the art of the present technology. 
     The screen  1000  of  FIG. 43  also comprises a sixth GUI component  1034 , a seventh GUI component  1036 , an eight GUI component  1038  and a ninth GUI component  1040 . The sixth GUI component  1034  allows the user to access to a Line-Replaceable Unit (LRU) page. The seventh GUI component  1036  allows the user to reboot one or more failed systems. The eight GUI component  1038  allows the user to access to a power control page. The ninth GUI component  1040  allows the user to access to a page containing more details about one or more fault messages, such as fault messages associated with the fault event visually identified by the visual indicator  1032 . 
       FIG. 44  illustrates a user  2680  interacting with the screen  1000  of  FIG. 43 , via a touchscreen interface, by pressing on the ninth GUI component  1040 . 
     Turning now to  FIG. 45 , the screen  1000  now comprises a first sub-window displayed as a result of the user  2680  pressing on the ninth GUI component  1040 . The first sub-window comprises a tenth GUI component  1042 , the sixth GUI component  1034 , the seventh GUI component  1036  and the eight GUI component  1038 . The tenth GUI component  1042  allows the user to go back to a previous version of the screen  1000  illustrated at  FIGS. 43 and 44 . 
     Turning now to  FIG. 46-48 , the screen  1000  now comprises a second sub-window displayed as a result of the user  2680  pressing on the first GUI component  1012  and/or the second GUI component  1014 . The second sub-window comprises a list of fault messages  1050 . Each one of the fault messages of the list  1050  comprises information relating to (1) a code number allowing to uniquely identifying a fault message, (2) a title and (3) a time stamp. In some embodiments, the list  1050  may be sorted by pressing on the third GUI component  1016  to sort the list  1050  according to code numbers. In some embodiments, the list  1050  may be sorted by pressing on the fourth GUI component  1018  to sort the list  1050  according to titles. In some embodiments, the list  1050  may be sorted by pressing on the fifth GUI component  1020  to sort the list  1050  according to time stamps. 
       FIG. 47  illustrates the screen  1000  of  FIG. 46  while the user  2680  interacts with the screen  1000  to transmit multiple fault messages, for example to an avionic system of the aircraft and/or to a ground station. The user  2680  may access to a transmission screen for sending the one or more fault messages (not shown). The transmission screen may comprise a GUI component allowing the sending of the one or more fault messages via email messages, for examples by allowing the user  2680  to select or type-in an email address and attach the one or more fault messages as attachments. In order to access to the transmission screen, the user  2680  may swipe is finger in a first longitudinal direction, for example towards the right side of the screen  1000 . By doing so, a graphical animation will result in presenting a first action button “SEND” associated with the fault message over which the user  2680  swiped her/his finger. In some embodiments, the user  2680  may also access to the transmission screen by pressing on a second action button  1060 . 
       FIG. 48  illustrates the screen  1000  of  FIG. 46  while the user  2680  interacts with the screen  1000  to remove multiple fault messages from the list  1050 . In order to remove a fault message, the user  2680  may swipe is finger in a second longitudinal direction, opposite the first longitudinal direction illustrated in  FIG. 47 , for example towards the left side of the screen  1000 . By doing so, a graphical animation will result in presenting a third action button “TRASH” associated with the fault message over which the user  2680  swiped her/his finger. In some embodiments, the user  2680  may also remove a fault message from the list  1050  by pressing on a fourth action button  1062 . 
       FIG. 49  illustrates another contemplated method  2410  that is considered for operation of the distributed architecture  10 ,  26  of the present technology. The method  2410  is considered to be generic to the operation of any of the IO nodes of the present technology. 
     The method  2410  begins at step  2412 . The method proceeds to step  2414  by displaying, on an IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections. In some embodiments, the IO node is at least one of a passenger IO node and a crew IO node. 
     The method  2410  then proceeds to step  2416  by receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections. Then, at step  2418 , the method  2410  proceeds to receiving, by the IO node, a second input from the user for selecting the preset of the at least one controllable parameter. 
     At step  2422 , the method  2410  then determines if a modification of the selected preset for the selected aircraft cabin section is requested by the user. If so, then the method  2410  proceeds to step  2424  by displaying, on the IO node, a preset setting menu including the at least one controllable parameter associated with the selected preset, the at least one controllable parameter allowing modification of at least one of the functions of the aircraft cabin for the selected aircraft cabin section. 
     The method  2410  then proceeds to step  2426  by receiving, by the IO node, a third input from the user for modifying the at least one controllable parameter. The step  2426  also comprises generating a modified preset based on the modified at least one controllable parameter. 
     The method  2410  then proceeds to step  2428  by saving the modified preset, for example in a memory associated with the IO node and/or the distributed architecture. 
     In some embodiments, the method  2410  may also comprise adjusting, by a controller associated with the distributed architecture, the selected aircraft cabin section in accordance with the modified preset. 
     In some embodiments, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade. In some embodiments, the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade. In some embodiments, the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter. 
     Turning now to  FIG. 50 , a screen  2600  to be displayed on a IO node is illustrated. In some embodiments, the IO node is at least one of a passenger IO node and a crew IO node. The screen  2600  comprises a set of icons  2602 ,  2604 ,  2606 ,  2608 ,  2610  and  2612  for controlling various functions of the aircraft cabin, including non-media functions (for example, via the icons  2602 ,  2604 ,  2606  and  2608 ) and media functions (for example via the icons  2610  and  2612 ). The screen  2600  also comprises a graphical user interface component  2620  representing a portion of an aircraft cabin divided into a plurality of aircraft sections. In the example of  FIG. 50 , the plurality of aircraft cabin sections comprises a first aircraft cabin section  2622  associated with a first icon  2624 , a second aircraft cabin section  2626  associated with a second icon  2628 , a third aircraft cabin section  2634  associated with a third icon  2636 , a fourth aircraft cabin section  2638  associated with a fourth icon  2640  and a fifth aircraft cabin section  2692  associated with a fifth icon  2644 . The screen  2600  also comprises a visual selector  2630  allowing identifying a selected section of the aircraft cabin, in this example, the second aircraft cabin section  2626 . The visual selector  2630  comprises a configuration icon  2632  allowing triggering, by a user, a preset modification sequence. The configuration icon  2632  is an example as to how the user may request modification of a selected preset. Other variations may be envisioned without departing from the scope of the present technology. 
     The screen  2600  also comprises a plurality of categories for regrouping presets of controllable parameters of the aircraft cabin. The plurality of categories comprises a first category  2650  entitled “CONCIERGE”, a second category  2652  entitled “MOODS”, a third category  2654  entitled “FAVORITES” and a fourth category  2656 . In the example of  FIG. 50 , the first category  2650  has been previously selected which has caused a plurality of icons representing presets to be displayed. The presets comprise a first preset  2660  entitled “COSY FIRESIDE”, a second preset  2662  entitled “HARD WORK SESSION”, a third preset  2664  entitled “CASUAL NIGHT READING”, a fourth preset  2665  entitled “GOOD NIGHT”, a fifth preset  2663  entitled “WHITE DINNER”, a sixth preset  2670  entitled “CANDLELIGHT DINNER”, a seventh preset  2672  entitled “RELAXING NIGHT” and an eight preset  2674  entitled “SUNSET BY THE SEA”. 
     Turning now to  FIG. 51 , a user  2680 , for example a passenger or a crew member, interacting with the screen  2600  is illustrated. In this example, the user  2680  interacts with the screen via a touchscreen interface. Other kind of interfaces may equally be used without departing from the scope of the invention. In  FIG. 51 , the user  2680  is selecting the second preset  2662 . 
       FIG. 52 , illustrates the screen  2600  with the visual selector  2630  having a different appearance than in  FIGS. 50 and 51 . This different appearance indicates that controllable parameters associated with the second preset  2662  are being applied to the second aircraft cabin section  2626 . In some embodiments, the different appearance of the visual selector  2630  may a change in a level of transparency, a change in color or both. Other alternative may also be envisioned without departing from the scope of the present technology. 
       FIG. 53  illustrates the screen  2600  while the user  2680  is requesting a modification to the second preset  2662 . In the embodiment illustrated at  FIG. 53 , the user  2680 , by interacting with the configuration icon  2632 , triggers the modification of the second preset  2662 . Once the user  2680  has pressed the configuration icon  2632 , a new window or a new screen is presented to the user  2680 . In some embodiments the new screen is a screen  2700  illustrated at  FIG. 54 . 
     The screen  2700  of  FIG. 54  illustrates an embodiment of a combination of graphical user interface components allowing the user  2680  to input, on the IO node, one or more modifications of controllable parameters. In the example set forth in  FIG. 54 , the controllable parameters may be modified via a first set of control bars  2710  allowing individually controlling an intensity of light for multiple light sources located in the aircraft cabin section. The multiple light sources, in the example of  FIG. 54 , comprise upwash lights, downwash lights, accent lights, reading lights and table lights. The controllable parameters may also be modified via a second set of control bars  2730  allowing individually controlling a color of light for multiple light sources located in the aircraft cabin section. The controllable parameters may also be modified via a light control bar  2720  allowing controlling an intensity of light for all light sources located in the aircraft cabin section. The controllable parameters may further be modified via a first window shade control bar  2722  and a second window shade control bar  2724  allowing controlling an opening or a closing of the window shades of the aircraft cabin section. The screen  2700  also comprises a “SAVE PRESET” icon  2740  allowing saving of the modified controllable parameters. In some embodiments, a preset may be qualified as a modified preset as soon as at least one controllable parameter is modified by the user  2280 . 
     Turning now to  FIG. 55 , a screen  2800  is illustrated. The screen  2800  illustrates an alternative embodiment of a combination of graphical user interface components allowing the user  2680  to input, on the IO node, one or more modifications of controllable parameters. The screen  2800  comprises the light control bar  2720 , the first window shade control bar  2722  and the second window shade control bar  2724 . The screen  2800  also comprises a first set of control bars  2810  allowing individually controlling an intensity of light for multiple light sources located in the aircraft cabin section. The screen  2800  further comprises a second set of control bars  2820  and a third set of control bars  2830  allowing individually controlling a color of light for multiple light sources located in the aircraft cabin section. The screen  2800  further comprises a “SAVE PRESET” icon  2840  allowing saving of the modified controllable parameters. 
     Turning now to  FIG. 56 , a screen  2900  is illustrated. The screen  2900  illustrates an alternative embodiment of a combination of graphical user interface components allowing the user  2680  to input, on the IO node, one or more modifications of controllable parameters. The screen  2900  comprises the light control bar  2720 , the first window shade control bar  2722  and the second window shade control bar  2724 . The screen  2900  also comprises the first set of control bars  2810  allowing individually controlling an intensity of light for multiple light sources located in the aircraft cabin section. The screen  2900  further comprises a upwash-downwash light control bar  2910  allowing varying an intensity of light of upwash light sources and downwash light sources located in the aircraft cabin section. The screen  2900  further comprises the “SAVE PRESET” icon  2840 .  FIG. 56  also comprises light color and warmth graphical user interface control components, namely a control circle  2922 , a color-control selector  2920  and a warmth-control selector  2924 . The control circle  2922  allows the user  2680  to select a specific color/warmth by moving a selector (represented as a white circle located close to a center of the control circle  2922 ) within a surface defined by the control circle  2922 . The color-control selector  2920  allows turning the control circle  2922  into a color control function. The warmth-control selector  2924  allows turning the control circle  2922  into a warmth control function. 
       FIG. 57  illustrates the screen  2900  of  FIG. 56  with the selector (i.e., the white circle located close to a periphery of the control circle  2922 ) in a different position than in  FIG. 56 . The different position of the selector results in a different color and/or warmth being selected by the user  2680  via the control circle  2922 . 
       FIG. 58  illustrates the screen  2900  of  FIGS. 56 and 57  while the user  2680  is proceeding to a saving of the modified preset. As may be shown on  FIG. 58 , prior to activating the saving function, the user  2680  has entered a title for the modified preset, namely “JOHN_1”. 
       FIG. 59  illustrates another contemplated method  2510  that is considered for operation of the distributed architecture  10 ,  26  of the present technology. The method  2510  is considered to be generic to the operation of the any of the IO nodes of the present technology. 
     The method  2510  begins at step  2512 . The method  2510 , at step  2514  proceeds to displaying, on an IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections. In some embodiments, the IO node is at least one of the passenger IO node and the crew IO node. 
     The method  2510 , at step  2516 , then proceeds to receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections. Then, at step  2518 , the method  2510  proceeds to receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters. 
     At a step  2520 , the method  2510  may adjust control parameters associated with the selected aircraft cabin section according to the selected preset. 
     Then, at a step  2522 , the method  2510  proceeds to dynamically adjusting, by the controller  16  associated with the distributed architecture, at least one of the controllable parameters based on the selected preset and the determined phase of the journey for the selected aircraft cabin section. The method may then return to step  2514 . 
     Turning now to  FIG. 60 , a screen  3000  to be displayed on a IO node is illustrated. In some embodiments, the IO node is at least one of a passenger IO node and a crew IO node. The screen  3000  comprises the set of icons  2602 ,  2604 ,  2606 ,  2608 ,  2610  and  2612  for controlling various functions of the aircraft cabin, including non-media functions (for example, via the icons  2602 ,  2604 ,  2606  and  2608 ) and media functions (for example via the icons  2610  and  2612 ). The screen  3000  also comprises the graphical user interface component  2620  representing a portion of an aircraft cabin divided into a plurality of aircraft sections. As in the example of  FIG. 50 , the plurality of aircraft cabin sections comprises the first aircraft cabin section  2622  associated with the first icon  2624 , the second aircraft cabin section  2626  associated with the second icon  2628 , the third aircraft cabin section  2634  associated with the third icon  2636 , the fourth aircraft cabin section  2638  associated with the fourth icon  2640  and the fifth aircraft cabin section  2692  associated with the fifth icon  2644 . The screen  3000  also comprises the visual selector  2630  allowing identifying a selected section of the aircraft cabin, in this example, the third aircraft cabin section  2636 . 
     The screen  3000  also comprises the plurality of categories for regrouping presets of controllable parameters of the aircraft cabin. The plurality of categories comprises the first category  2650  entitled “CONCIERGE”, the second category  2652  entitled “MOODS”, the third category  2654  entitled “FAVORITES” and the fourth category  2656  entitled “DAYLIGHT SIMULATION”. In the example of  FIG. 60 , the fourth category  2656  has been previously selected which has caused a plurality of icons representing presets to be displayed. The presets comprise a first preset  3010  entitled “REGULAR DAY”, a second preset  3014  entitled “EXTENDED DAY LIGHT”, a third preset  3012  entitled “EXTENDED NIGHT LIGHT” and a fourth preset  3016  entitled “REGULAR LIGHT”. In the example of  FIG. 60 , the first preset  3010  has been selected. 
     Turning now to  FIGS. 61 and 62 , screens  3100  and  3200  are illustrated. The screens  3100  and  3200  are an updated version of the screen  3000  further comprising a journey timeline graphical user interface component  3112 . The journey time line GUI component  3112  comprises multiple icons organized according to a temporal sequence and representing multiple moments of the journey. In some embodiments, the multiple icons represent moments of the journey at which the controllable parameters are dynamically adjusted in accordance with a selected preset. In some other embodiments, the controllable parameters are dynamically and continuously adjusted while the journey progresses. 
     Turning now to  FIGS. 63 and 64 , screens  3300  and  3400  are illustrated. The screens  3300  and  3400  are an alternative embodiment of the screens  3100  and  3200  in which a journey time line graphical user interface component  3312  is illustrated. The journey time line GUI component  3312  comprises multiples journey segments  3310 ,  3311 ,  3313 ,  3314 ,  3315 ,  3316 ,  3317 ,  3318  and  3319 . Each one of the multiples journey segments represents a moment of the journey at which the controllable parameters are dynamically adjusted in accordance with a selected preset. In some other embodiments, the controllable parameters are dynamically and continuously adjusted while the journey progresses. 
     As should be apparent from  FIGS. 13-17 , the present technology is contemplated to provide general, localized, and individualized control via the passenger IO node  20 , such as the tablet  130 . Control may be provided for the cabin  48  as a whole. Selective control may alternatively be provided for zones within the aircraft  36 . Finally, the user is provided with control over functionality associated with a passenger&#39;s seat  74 . 
     As discussed above, inputs provided by any of the IO nodes  20 ,  22  and  28 - 34  are first provided to the controller  16 . The reason for this is simple: the controller  16  provides overall control for the functions that are available to passengers in the cabin  48 . Without a centralized control, it is possible that passengers might issue instructions that are contrary to one another. The controller  16  may be programmed to address these conflicts or issue an alarm when conflicts arise. 
     As noted above, it is contemplated that the controller  16  will incorporate a command hierarchy that will resolve any conflicts between the various inputs received from the various nodes  20 ,  22 ,  28 ,  30 ,  32 ,  34 . The command hierarchy may be based on the status of the person (i.e., crew versus passenger) or based on the location of the IO node (i.e., window IO node  34  versus bulkhead IO node  28 ). It is also noted that the command and control functions need not be incorporated solely in the controller  16  but may be incorporated into other features without departing from the scope of the present technology. 
     As also noted above, the present technology contemplates reliance on an isometric view of the cabin  48  of the aircraft  36 . The isometric view permits a user to select specific controllable features and zones within the aircraft  36 . For example, the user may select one of the passenger seating areas  58 ,  60 ,  62  over which control is to be asserted. Alternatively, the user may select an individual seat  74  over which controls are to be asserted. Still further, by selecting a suitable icon from an isometric view of the cabin  48  of the aircraft  36 , the user may assert control over one or more of the monitors  96  within the aircraft  36 . The isometric view of the cabin  48  of the aircraft  36  provides an easily understood interface for a user to direct inputted commands and assert control over one or more controllable parameters within the cabin  48  of the aircraft  36 . 
     As noted above, the present technology is not intended to be limited solely to the embodiment(s) described herein. To the contrary, those skilled in the art should appreciate that the present technology may be embodied in one or more variations and equivalents to the embodiment(s) described herein. The present technology is intended to encompass those variations and equivalents.