Abstract:
Systems and methods for near real time payment processing on a vehicle are disclosed. In one embodiment, the method includes logging in at least one operator to conduct one or more transactions on a payment transaction system, and then automatically propagating at least one piece of itinerary information into each transaction. The method continues when an operator selects at least one commodity for purchase from a software database of commodities for each transaction. When at least one commodity is selected for each transaction, the operator then requests a card payment online authorization from a ground transaction processor. Once one of a payment approval or payment card denial is received in near real time, the method respectively completes the purchase on the payment transaction system or terminates the purchase. In an additional embodiment, a transaction summary is sent to at least one of an interested third party and a carrier owner.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS  
       [0001]     This patent application claims priority from commonly-owned U.S. Provisional Application No. 60/730,109 entitled “Near Real Time Payment Card Processing With On-Line Authorization On A Vehicle” filed on Oct. 24, 2005, which provisional application is incorporated herein by reference. 
     
    
     FIELD OF THE INVENTION  
       [0002]     This invention relates to systems and methods for payment process, and more specifically, to systems and methods for processing payment cards in near real time on vehicles.  
       BACKGROUND OF THE INVENTION  
       [0003]     Airlines conduct the sales of beverages, duty-free items, and in-flight entertainment to passengers during commercial flights. Passengers may pay for such sale by using either cash or credit cards. In general, systems provided for accepting payments by credit cards require such payments be temporarily recorded and then batch processed on the ground at a later date.  
         [0004]     Although desirable results have been achieved using such prior art systems, there may be room for improvement. For example, the fact that credit card payments made on commercial flights must be batch processed on the ground at a later date makes the detection of unauthorized credit card use difficult. Furthermore, the recording of credit card payments in the air for batch processing of transactions on the ground may produce additional administrative time and cost, additional staff burden and workload on the ground as well as in the air. Therefore, novel systems and methods which mitigate these undesirable characteristics would therefore be highly desirable.  
       SUMMARY OF THE INVENTION  
       [0005]     The present invention is directed to systems and methods for processing payment cards in near real time on vehicles. Embodiments of systems and methods in accordance with the present invention may advantageously reduce the administrative time and cost associated with payment handing and processing, and may reduce incidents of unauthorized credit card use, in comparison with the prior art.  
         [0006]     In one embodiment, the method for conducting a near real-time payment card processing on a vehicle includes logging in at least one operator to conduct one or more transactions on a payment transaction system, and then automatically propagates at least one piece of itinerary information into each transaction. The method continues when an operator selects at least one item for purchase from a software database of commodities for a transaction. When at least one item is selected for the transaction, the operator then requests a first card payment online authorization from a ground transaction processor of the payment transaction system. Once one of a payment approval or payment card denial is received in near real time, the method either completes the purchase on the payment transaction system or terminates the purchase. In a particular embodiment, the method further includes displaying one of a payment approval or payment card denial to at least one operator after a transaction is complete. In an alternate embodiment, the method also includes at least one of obtaining a signature from a payment card holder and printing a receipt when payment approval is received for each transaction. In another embodiment, automatically propagating at least one piece of itinerary information into each transaction includes propagating at least one of a flight number, a flight origin, and a flight destination. In an additional embodiment, the method further includes sending at least one transaction summary to at least one of a vehicle operator and a third party, wherein the transaction summary is at least based on the aggregated commodities purchased, quantities of each commodity purchased, the monetary value of the purchases, and the transaction numbers of the purchases. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0007]     Embodiments of the present invention are described in detail below with reference to the following drawings.  
         [0008]      FIG. 1  is a schematic representation of the four main conceptual components of a near real time payment processing system, in accordance with an embodiment of the invention;  
         [0009]      FIG. 2  is a schematic representation of the architectural concepts of a first near real time payment processing system in accordance with an embodiment of the invention;  
         [0010]      FIG. 3  is a schematic representation of the architectural concepts of a second near real time payment processing system in accordance with an embodiment of the invention;  
         [0011]      FIG. 4  is a flowchart showing a method of performing a near real time card payment transaction in accordance with an embodiment of the invention;  
         [0012]      FIG. 5  is a flowchart showing a method of performing a near real time cash payment transaction in accordance with an embodiment of the invention; and  
         [0013]      FIG. 6  is a side elevational view of an aircraft in accordance with another embodiment of the invention. 
     
    
     DETAILED DESCRIPTION  
       [0014]     The present invention relates to systems and methods for payment processing, processing payment cards in near real time on aircraft and the like. Many specific details of certain embodiments of the invention are set forth in the following description and in  FIGS. 1-6  to provide a thorough understanding of such embodiments. The present invention may have additional embodiments, or may be practiced without one or more of the details described below.  
         [0015]     Generally, embodiments of systems and methods in accordance with the present invention provide system for processing credit card payments in near real time on vehicles. In the case of an aircraft, embodiments of the invention advantageously allow the acceptance or denial of passenger credit card payments by the cabin crew, as the credit card payments are authorized or declined in near real time. Thus, embodiments of the invention may advantageously detect and reduce unauthorized credit card use, eliminate the administrative cost and burden associated with temporary recordation and then batch processing of card payments, in comparison with the prior art systems and methods.  
         [0016]      FIG. 1  is a schematic representation of the main conceptual subsystems of a near real time payment processing network, in accordance with an embodiment of the invention. In this embodiment, the network includes an air client component  102 , a messaging service component  104 , a cabin transaction application (CTA) ground portal component  106 , and a ground transaction processor  108 . The air client component  102  may include a Point of Sale device, embedded pricing menu, and applications and tools to capture credit card transactions, cash transactions, electronic signature for distribution to other components of the processing network, as well applications and tools that provide printer functionality. The messaging service component  104  provides transfer of the data capture by air client component  102  to the CTA ground portal  106  and the ground transaction processor  108  over a data network.  
         [0017]     In one embodiment, the messaging service component  104  includes data transport services (DTS) functions that guarantee transfers, and provide notification of data service provider (DSP) availability for queued transactions. The ground portal  106  may provide a database of all transactions for a given airline, and may provide summaries of data by flight, date, and aircraft. In a particular embodiment, the data may be searchable down to individual transactions. In another embodiment, the ground portal  106  may allow direct menu or pricing administration from the ground. It will be appreciated that there may be more than one ground portal, if isolation of an airline is desired for purposes such as security. Finally, the ground transaction processor  108  provides credit card approvals and denials that are distributed back to the air client component  102  via the messaging service  104 .  
         [0018]     The near real time processing network, as illustrated in  FIG. 1 , may be implemented using the Boeing Core Network Applications System (CNAS). CNAS is one part of Boeing&#39;s overall e-Enabled Airplane Architecture. While CNAS does not interact with or support flight-essential functions of an aircraft, it operates in near-real time to store, forward, and transport data between an aircraft and a ground network. CNAS comprises both airborne and ground segments. The airborne segment includes the aircraft resident host hardware system and software applications, peripherals and their software that form part of the system, as well as the interfaces to other aircraft systems and users. The ground segment provides the necessary processing and storage required to support the applications and to provide bidirectional data routing between the CNAS and such external systems as airline systems and credit card processing centers. CNAS may be used by any application that requires near real time information processing, data storage, or communication between an aircraft and a ground network.  
         [0019]      FIG. 2  is a schematic representation of the network architecture of a first near real time payment processing system in accordance with an embodiment of the invention. In this embodiment, the system includes an Aircraft Environment  202 , and a Ground Environment  204 . The aircraft environment  202  includes a cabin transaction application (CTA) Point of Sale Device  206 . The Device  206  is a dedicated hand-held “thick client” that hosts the CTA functionalities (e.g., store and display items to be purchased, transmit payment card information for purchase transactions, and receive approvals and denials of card payment for each transaction, etc.). The Device  206  is bi-directionally and operatively linked to a Cabin File Server  214  through a Cabin Wireless LAN Unit  208  and an Aircraft Network Interface Server  210 . The link between the device  206  and Cabin Wireless LAN Unit  208  is a secure wireless connection. In one embodiment, it may be an 802.11X WPA protected connection. The secure wireless connection allows the wireless transport of data, such as user login requests, requests for flight initialization information, identification and maintenance information, as well as encrypted CTA transaction messages, from the device  206  to the Cabin File Server  214  via the Cabin Wireless LAN Unit  208 . The secure wireless connection also allows the transport of data, such as login authentication, flight initialization data, credit card transaction approval or denial, and other data, from the Cabin File Server  214  to the Device  206  via the Cabin Wireless LAN Unit  208 . In a particular embodiment, the flight initialization data may include aircraft identification information, flight number, city pair, as well as other relevant flight information. It will be appreciated that the Cabin File Server  214  includes hardware and software applications that operates in near real time to bi-directionally store, forward and transport data between Aircraft Environment  202  and Ground Environment  204  over a network. In other embodiments, the Cabin File Server  214  is further equipped with software applications that authenticates users based on user logins, as well as software applications that automatically provide flight initialization data to the one or more CTA Point of Sale Devices  206 .  
         [0020]     As further illustrated in  FIG. 2 , the Aircraft Network Interface Server  110  operatively links the Aircraft Avionics Interface Unit  212  to the Cabin File Server  214 . More significantly, the Aircraft Network Interface Server  210  also bi-directionally and operatively links the Cabin File Server  214  with to one or more Aircraft Data Service Unit  216 . The Aircraft Data Services Units  216 , in conjunction with one or more Ground Data Service Units  218 , allows the exchange of data between the Aircraft Environment  202  and the Ground Environment  204 . It will be appreciated that the air-and-ground data service architecture of the Aircraft Data Service Units  216  and Ground Data Service Units  218 , as well the components of the units  216  and  218 , are dependent on the service providers and/or technology employed. The type and components of the air-and-ground link between units  216  and  218  are also determined by the data service selected. For example, the link may be based on satellite, ground based wireless, or other appropriate technology. The Ground Data Service Units  218 , in turn, is bi-directionally and operatively linked with a CTA Ground Portal Server  222  via an Internet backbone  220 . It will be further appreciated that in this particular embodiment, the data from the aircraft is routed from the Cabin file server  214  directly to the CTA Ground Portal server  222  via the Internet backbone  220 , and vice versa.  
         [0021]     With continued reference to  FIG. 2 , the Internet backbone  220  also bi-directionally and operatively links a CTA Ground Portal Server  222  to a Ground Transaction Processor  224 . The CTA Ground Portal Server  222  receives relevant data, including encrypted CTA transactions message, as well as CTA Point of Sale device  206  Unit ID and maintenance information, via the Internet backbone  220 . As further illustrated in  FIG. 2 , the Ground Transaction Processor  224  receives encrypted payment card transactions messages from the CTA Ground Portal Server  222 , and sends payment card approvals and denials to the CTA Ground Portal Server  222 , which in turn relays them through the system to the CTA Point of Sale Device  206 . In one embodiment, the CTA Point of Sale Device  206  is configured to provide transaction information of each transaction approved by the Ground Transaction Processor  224  to the Cabin File Server  214 . This transaction information includes items and quantities purchased, amount of purchase, and a transaction tracking number. The Cabin File Server  214 , in turn, is further configured to supply flight close-out messages and transactions summaries based on the aggregated transaction information. In this embodiment, the CTA Ground Portal Server  222  is equipped to provide transaction summaries to appropriate parties (e.g., airlines, suppliers, auditors, etc.) It will be appreciated that the transaction summaries contains aggregated information that may include items purchased, quantities purchased, monetary amounts of purchase, transaction tracking numbers, flight numbers, aircraft numbers, city pairs and passenger data. Moreover, transaction summaries may be organized by flight data, aircraft information, etc. In an additional embodiment, the CTA Ground Portal server  222  is also equipped to pass on the Unit ID and maintenance information of CTA Point of Sale Device  206  to the appropriate parties.  
         [0022]     In a further embodiment of the near real time processing system of  FIG. 2 , the CTA Point of Sale Device  206  is equipped with a printer and related CTA functionalities for printing receipts, and with an input mechanism and related CTA functionalities to accept electronic signatures. It will be appreciated that the embodiment of the near real time processing system, as shown in  FIG. 2 , allows near instantaneous validation of credit card payments through the system.  
         [0023]      FIG. 3  is a schematic representation of the network architecture of a second near real time payment processing system in accordance with an embodiment of the invention. In this embodiment, the system includes an Aircraft Environment  302 , and a Ground Environment  304 . The aircraft environment  302  includes a CTA Point of Sale device  306 . The device  306  is a dedicated hand-held “thick client” that hosts the CTA functionalities (e.g., store and display items to be purchased, transmit payment card information for transactions, and receive approvals and denials of the card payment for each transaction, etc.). However, in another embodiment, the CTA Point of Sale device  406  is a hand-held “thin client”, and the associated applications are hosted on the Cabin File Server  414 . The device  306  may be bi-directionally and operatively linked to the Cabin File Server  314  through a Cabin Wireless LAN Unit  108  and an Aircraft Network Interface Server  310 . The link between the device  306  and Cabin Wireless LAN Unit  108  is a secure wireless connection. In one embodiment, it may be an 802.11X WPA protected connection. The secure wireless connection allows the wireless transport of data, such as user login requests, requests for flight initialization information, identification and maintenance information, as well as encrypted CTA transaction messages, from the Device  306  to the Cabin File Server  314  via the Cabin Wireless LAN Unit  308 . The secure wireless connection also allows the transport of data, such as login authentication, flight initialization data, credit card transaction approval, and other data from the Cabin File Server  314  to the Device  306  via the Cabin Wireless LAN Unit  308 . In a particular embodiment, the flight initialization data may include aircraft identification information, flight number, city pair, as well as other relevant flight information.  
         [0024]     It will be appreciated that the Cabin File Server  314  includes hardware and software applications that operates in near real time to bi-directionally store, forward and transport data between Aircraft Environment  302  and Ground Environment  304  over a network. In one embodiment, the Cabin File Server  314  is further equipped with software applications that authenticates users based on user logins, as well as software applications that automatically provide flight initialization data to one or more CTA Point of Sale Devices  306 .  
         [0025]     As further illustrated in  FIG. 3 , the aircraft environment  302  further includes a Cabin Crew Interface Device  316  that is bi-directionally and operatively linked with the Cabin File Server  314  through the Cabin Wireless LAN Unit  308  and the Aircraft Network Interface Server  310 . The link between the Cabin Crew Interface Device  216  and the Cabin Wireless LAN Unit  308  is also a secure wireless connection. The secure wireless connection allows the Cabin File Server  314  to provide the Cabin Crew Interface Device  316  with useful information, such as flight transaction summaries and flight close-out messages.  
         [0026]     With continued reference to  FIG. 3 , the Aircraft Network Interface Server  310  also operatively links the Aircraft Avionics Interface Unit  312  to the Cabin File Server  314 . More significantly, the Aircraft Network Interface Server  310  also bi-directionally and operatively links the Cabin file Server  314  with to one or more Aircraft Data Service Unit  318 . The Aircraft Data Service Units  318 , in conjunction with one or more Ground Data Service Units  320 , allows the exchange of data between the Aircraft Environment  202  and the Ground Environment  304 . It will be appreciated that the air-and-ground data service architecture of the Aircraft Data Service Units  318  and Ground Data Service Units  220 , as well the components of the units  318  and  320 , are dependent on the service providers and/or technology employed. Moreover, it will also be appreciated that the type and components of the air-and-ground link between units  318  and  320  are determined by the data service selected. For example, the link may be based on satellite, ground based wireless, or other appropriate technology.  
         [0027]     The Ground Data Service Units  320 , in turn, is bi-directionally and operatively linked with a Ground Server  324  via an Internet backbone  322 . It will be appreciated that the ground server  324  includes hardware and software applications that provides the necessary processing and storage required to bi-directionally communicate with the Cabin File Server  314 , and to provide bi-directional data routing to external ground systems. The Ground Server  324  receives relevant data, including encrypted CTA transactions message, Point of Sale Device Unit ID and maintenance information, as well as flight close-out messages, via the Internet backbone  322 .  
         [0028]     In one particular embodiment, the Cabin File Server  314  and the Ground Server  324  may be respectively provide with a Data Transfer Service (DTS) air segment, and a DTS ground segment, that routes the data from the Air Environment  302  to the Ground Environment  304 , and vice versa. The Data Transport Service (DTS) handles the transfer of data between the airborne and ground segments. It is a service that addresses all of the needs while hiding the details of links management and data transfers. DTS are provided on the basis of type of service needed, such as immediate transfer, store and forward, a well as validation. The DTS matches the type of service required to the transport mechanisms available (e.g., Connexion® by Boeing, Airfone, or GateLink). The DTS has the ability to guarantee messaging.  
         [0029]     Moreover, the Ground Server  324  is further bi-directionally and operatively linked with Ground Transaction Processor  328 . As illustrated in  FIG. 3 , the Ground Transaction Processor  328  receives encrypted credit card transactions messages from the Ground Server  324 , and sends transactions approvals and denials to the Ground Server  324 , which in turn sends them through the network to the CTA Point of Sale Device  306 . In one embodiment, the CTA Point of Sale Device  306  is configured to provide transaction information for each transaction approved by the Ground Transaction Processor  328  to the Cabin File Server  314 . This transaction information includes items and quantities purchased, amount of purchase, and a transaction tracking number. The Cabin File Server  314 , in turn, is further configured to supply flight close-out messages and transactions summaries based on the aggregated transaction information. It will be appreciated that flight close-out messages contain transaction summaries, and that both flight close-out messages and transaction summaries contains aggregated information that may include items purchased, quantities purchased, monetary amounts of purchases, transaction tracking numbers, flight numbers, aircraft numbers, city pairs and passenger information.  
         [0030]     As further shown in  FIG. 3 , the Ground Server  324  is bi-directionally and operatively linked to a CTA Ground Portal  326 . The Ground Server  324  exchanges encrypted CTA transactions message, as well as device unit maintenance information, with CTA Ground Portal  326 . In turn, the CTA Ground Portal Server  326  is equipped to provide transaction summaries to third parties (e.g., airlines, suppliers, auditors, etc.) Moreover, transaction summaries may be organized by flight data, aircraft information, etc. In an additional embodiment, the CTA Ground Portal server  222  is also equipped to pass on the Unit ID and maintenance information of CTA Point of Sale Device  306  to the appropriate parties. Finally, the Ground Server  324  also provides flight close-out messages to the airlines.  
         [0031]     In another embodiment of the near real time processing system illustrated in  FIG. 3 , the Cabin File Server  314  also includes one or more software applications that provides additional data, such as cash sum and reconciliation, total sale by item (basic inventory depletion amounts), and payment type. This data may be accessed via the Crew Interface Device  316 . In additional embodiments, this data may also be captured in transaction messages and sent to the airlines using Ground Server  326 .  
         [0032]     In a further embodiment of the near real time processing system illustrated in  FIG. 3 , the Cabin File Server  314  may host software applications that provide a “Point of Sale function” and on-board passenger web “intranet” portals  330 . The on-board passenger intranet web portals  330  use the “Point of Sale” function to displays sale menus and enable “online” purchases. These purchases are processed in near real time in the same way as regular CTA transactions. In this embodiment, the Cabin File Server  314  may further host software applications that support a network printer  332 , for the purpose of printing receipts from the “portal” sales. In another embodiment, the “Point of Sale” function is also accessible from the Cabin Crew Interface Device  316 .  
         [0033]     In an additional embodiment of the near real time processing system of  FIG. 3 , the CTA Point of Sale Device  306  is equipped with a printer and related CTA functionalities for printing receipts, and with an input mechanism and related CTA functionalities to accept electronic signatures. Finally, it will be appreciated that the embodiments of the near real time processing system, as shown in  FIG. 3 , allows near instantaneous validation of payment card transactions (e.g., credit, debit, pre-paid, airline credit) through the network, as well as cash transactions.  
         [0034]      FIG. 4  is a flowchart showing a method of performing a near real time card payment transaction, using at least one embodiment of a near real time payment system, in accordance with an embodiment of the invention. The method starts at block  402 , where the one or more operators login to a CNAS system via a CTA hand-held device, also known as a CTA Point of Sale Device. In one embodiment, the CTA hand-held device is a “thick client”, while in another embodiment, the CTA hand-held device is a “thin client”. The operators may include a designated pursuer and/or members of the cabin crew.  
         [0035]     Once login is complete, the method proceeds to block  404 , at which point the payment processing system automatically enters flight information. In one embodiment, the flight information may include the date, aircraft number, city pair, airline ID, transaction tracking, flight attendant name, and corporate ID. It will be appreciated that the system may not display the above flight information to the operators. Instead, the system may simply associate the CTA transaction with the information. Once the flight information has been automatically entered, the operators may begin process sales transactions by selecting one or more items to be purchased at block  406 . In one embodiment, the operator may make a selection from multiple icons on the home screen of the CTA hand-held device. For example, the CTA home screen may include icons for BEVERAGE, MEALS, DUTY FREE, SNACKS, UPGRADES, SERVICES, CHECKOUT, FLIGHT CLOSEOUT, or any other suitable icon types. In another embodiment, the icons on the home screen may activate one or more drop down lists that allow the operator to select specific items. For example, the MEALS icon may produce a drop down list for various available items (e.g. TURKEY CLUB, CHEF SALAD, BAGEL, CREAM CHEESE, etc).  
         [0036]     Once the operator has made a selection and the quantity, the operator returns to the home screen where the selection and price are displayed in a list of purchased items below the icons. Upon confirming the request for the one or more items, the operator proceeds to block  408  and initiates a payment card transaction. In the embodiments discussed above, the operator may proceed to block  410  by selecting CHECKOUT, which may cause a screen to display the total purchase amount and multiple icons. The icons may include CASH, CREDIT CARD, DEBIT CARD, MILES CARD, as forms of payment. Once the operator receives a payment card and selects the appropriate type from the icons, the operator may swipe the payment card in an attached card reader to initiation a payment card transaction.  
         [0037]     The swiped payment card information, including credit card number and transaction tracking number, are sent to a ground transaction processor (credit card clearing house) for online authorization at block  410 . If the card payment is approved at block  416 , the online authorization is routed back to an application onboard the aircraft in near real time. It will be appreciated that obtaining an online authorization is a process whereby a ground transaction processor approvals or denials a card payment request prior to the completion of a sale transaction. Exemplary online authorizations are those currently implemented by Visa® for credit card transactions. In one embodiment, the online authorization process typically takes less than 5 seconds. However, in other embodiments, the online authorization process may take as much time as a ground transaction processor needs to process an online authorization in what the ground transaction processor typically considers in real time.  
         [0038]     At block  420 , the application notes in its transaction log that the credit card transaction was authorized and changes the transaction status to “complete”. An application then causes the hand-held device to display windows or icons stating that the items purchased are paid. In a particular embodiment, the operator may use the hand-held device to print a receipt for the purchased items. In another embodiment, once the transaction is complete at block  418 , the operator may elect to obtain a signature from the payment card holder at block  420 .  
         [0039]     Returning to block  414 , if the card payment is denied following a card swipe at block  410 , the denial is routed back to an application onboard the aircraft. In a particular embodiment, an application then causes the hand-held device to display a flashing window including one of a rejection message, and at least one of the payment card holder&#39;s name, the transaction tracking number, the amount of the purchase, items purchased, and a question as to whether or not to reprocess the transaction with another form of payment. If reprocessing of the card payment is desired, then method may return to block  408 . However, if no reprocessing of the card payment is needed, the operator terminates the transaction at block  414 . In an embodiment, the operator terminates the transaction by entering “NO” in response to the message on the hand-held device, and an application records the failed transaction.  
         [0040]     In further embodiments, once the transaction is complete at block  418 , transactions information, including items purchased, amount of purchase, transaction tracking number, flight number, aircraft number, city pair and passenger information may be sent to an appropriate third party or an appropriate airline. Nevertheless, it will be appreciated that in other embodiments, such information may be sent prior to the completion of the transaction at block  420  or termination of the transaction at block  414 . Moreover, it will be further appreciated that an airline may use this information to reconcile payments from the clearing house and paper receipts from the flight, track inventory and aircraft provisioning, and manage customer relations.  
         [0041]      FIG. 5  is a flowchart showing a method of performing a near real time cash payment transaction, using at least one embodiment of a near real time payment system, in accordance with an embodiment of the invention. The method starts at block  502 , where the one or more operators login to a payment processing system via a CTA hand-held device. In one embodiment, the CTA hand-held device is a “thick client”, while in another embodiment, the CTA hand-held device is a “thin client”. The operators may include a designated pursuer and/or members of the cabin crew. Once login is complete, the method then proceeds to block  504 , at which point the payment processing system automatically enters flight information. In one embodiment, the flight information may include the date, aircraft number, city pair, airline ID, transaction tracking, flight attendant name, and corporate ID. It will be appreciated that the system may not display the above flight information to the operators. Instead, the system may simply associate the CTA transaction with the information. Once the flight information has been automatically entered, the operators may begin process sales transactions by selecting one or more items to be purchased at block  506 . In one embodiment, the operator may make a selection from multiple icons on the home screen of the CTA hand-held device. For example, the CTA home screen may include icons for BEVERAGE, MEALS, DUTY FREE, SNACKS, UPGRADES, SERVICES, HEADSET, CHECKOUT, and FLIGHT CLOSEOUT or any other suitable icon types. In another embodiment, the icons on the home screen may activate one or more drop down lists that allow the operator to select more specific items.  
         [0042]     When the operator has made a selection and the quantity using the icons (e.g., HEADSET), the operator returns to the home screen where the selection and price are displayed in a list of purchased items below the icons. Upon verbally confirming the request for the one or more items, the operator proceeds to block  508  by selecting CHECKOUT, which may cause a screen to display the total purchase amount and multiple icons. The icons may include CASH, CREDIT CARD, DEBIT CARD, MILES CARD, or other suitable icons, as forms of payment. Once the operator asks and receives cash as payment, the operator selects the CASH, which generates another screen on the hand-held device. This screen contains a field for entering the amount of cash received from the passenger and a PAID icon. After the operator enters the amount and selects PAID, the method proceeds to block  510 . An application calculates the amount of change owed, if any, at block  510 . In one embodiment, the PAID icon changes shading to indicate that it can no longer be accessed at block  510 . The operator then provides the correct change to the payee. Finally, the method proceeds to block  512 , where the application creates a transaction log item that includes the transaction tracking number, transaction amount, method of payment, and notes that its payment status is “Complete.” 
         [0043]     In further embodiments, once the transaction is complete at block  512 , transactions information, including items purchased, amount of purchase, transaction tracking number, flight number, aircraft number, city pair and passenger information may be sent to an appropriate third party or an appropriate airline. Moreover, it will be appreciated that an airline may use this information to reconcile payments from the clearing house and paper receipts from the flight, track inventory and aircraft provisioning, and manage customer relations.  
         [0044]     Embodiments of the present invention may be used in a wide variety of vehicles, including aircraft, ships, trains, and any other suitable vehicle. For example,  FIG. 6  is a side elevational view of an aircraft  600  in accordance with an embodiment of the present invention. In general, except for one or more systems in accordance with the present invention, the various components and subsystems of the aircraft  600  may be of known construction and, for the sake of brevity, will not be described in detail herein. As shown in  FIG. 6 , the aircraft  600  includes one or more propulsion units  604  coupled to a fuselage  602 , a cockpit  612  in the fuselage  602 , wing assemblies  606  (or other lifting surfaces), a tail assembly  608 , a landing assembly  610 , a control system (not visible), and a host of other systems and subsystems that enable proper operation of the aircraft  600 . At least one component of the near real time payment system  614  formed in accordance with the present invention is located within the fuselage  602 . However, components of the system  614  may be distributed throughout the various portions of the aircraft  600 .  
         [0045]     Although the aircraft  600  shown in  FIG. 6  is generally representative of a commercial passenger aircraft, including, for example, the  737 ,  747 ,  757 ,  767 ,  777 , and  787  models commercially-available from The Boeing Company of Chicago, Ill., the inventive apparatus and methods disclosed herein may also be employed in the assembly of virtually any other types of aircraft. More specifically, the teachings of the present invention may be applied to the manufacture and assembly of other passenger aircraft, cargo aircraft, rotary aircraft, and any other types of aircraft, including those described, for example, in The Illustrated Encyclopedia of Military Aircraft by Enzo Angelucci, published by Book Sales Publishers, September 2001, and in Jane&#39;s All the World&#39;s Aircraft published by Jane&#39;s Information Group of Coulsdon, Surrey, United Kingdom, which texts are incorporated herein by reference. It may also be appreciated that alternate embodiments of system and methods in accordance with the present invention may be utilized in other manned aerial vehicles.  
         [0046]     Embodiments of systems and methods in accordance with the present invention may provide significant advantages over the prior art. For example, because the near real time payment system provides near instantaneous authorization or denial of card payments, the system may reduce incidents of unauthorized credit care use. Furthermore, the near real time payment system for processing payment card transactions may also reduce the administrative time and cost associated with payment handing and processing, both on the ground and in the air, and may reduce revenue shrinkage due to paperwork loss or error.  
         [0047]     While embodiments of the invention have been illustrated and described above, many changes can be made without departing from the spirit and scope of the invention. Accordingly, the scope of the invention is not limited by the disclosure of these embodiments. Instead, the invention should be determined entirely by reference to the claims that follow.