1 2006 IEEE Aerospace Conference – Big Sky, Montana Modular, Cost-Effective, Extensible Avionics Architecture for Secure, Mobile Communications over Aeronautical Data Links 2006 IEEE Aerospace Conference Big Sky, Montana Will Ivancic NASA Glenn Research Center [email protected]216-433-3494
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2006 IEEE Aerospace Conference – Big Sky, Montana 1 Modular, Cost-Effective, Extensible Avionics Architecture for Secure, Mobile Communications over Aeronautical.
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12006 IEEE Aerospace Conference – Big Sky, Montana
Modular, Cost-Effective, Extensible Avionics Architecture for Secure, Mobile Communications over Aeronautical Data Links
22006 IEEE Aerospace Conference – Big Sky, Montana
NASA’s Request for Comments on theGlobal Air Space System Requirements
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Current View of the Global Airspace System
Current Global and National Airspace System Stove-piped communication systems Disjoint set of networks
Currently not globally network centric Evolved over time with limited concern for network security
Security by obscurity Closed systems Insufficient bandwidth to support security measures
Safe and Secure Air Traffic Control methods have evolved in reaction to changes in
technology, capacity and use Current methods are reaching limit of scalability
FAA - Bringing Safety to America’s Skies Mission is to provide the safest, most efficient aerospace system in the world. Responsible National Airspace System, not funded to address global issues.
Movement toward Network Centric Operations Cross network security Authentication, Authorization, Accounting and Encryption Required changes in Policy!
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Global Airspace System Requirements
1. Must be value added Cannot add cost without a return on investment that meets or exceeds those costs.
2. Must be capable of seamless global operation.3. Must be capable of operating independently of available communications link. Must
support critical Air Traffic Management (ATM) functions over low-bandwidth links with required performance.
4. Must use same security mechanisms for Air Mobile and Ground Infrastructure (surface, terminal, en router, oceanic and space)
Critical ATM messages must be authenticated. Must be capable of encryption when deemed necessary Security mechanisms must be usable globally
Must not violate International Traffic in Arms Regulations5. Must operate across networks owned and operated by various entities
Must be able to share network infrastructure6. Must make maximum use of standard commercial technologies (i.e. core networking
hardware and protocols) 7. Must enable sharing of information with proper security, authentication, and
8. Same network must accommodate both commercial, military and general aviation.
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Design Concepts Must be IPv6 based. Must be capable of a prioritized mixing of traffic
over a single RF link (e.g. ATM, maintenance, onboard security, weather and entertainment).
Must utilize IPsec-based security with Security Associations (SAs) bound to permanent host identities (e.g. certificates) and not ephemeral host locators (e.g. IP addresses).
Must be capable of accommodating mobile networks.
Must be capable of multicasting Must be scalable to tens of thousands of aircraft
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Consensus on Six Major Points
It is critical that any new technologies being deployed provide a positive return on investment (ROI).
Network Centric Operations (NCO) will be a major technology in future airspace systems and the next generation Internet Protocol, IPv6 will be the protocol of choice.
Links should be shared, and the system should be provider-independent. This makes QoS a requirement.
A common global security structure must be developed and IPsec is probably the best choice. Some work still needs to be done regarding IPsec multicast, envisioning a certificate-based security architecture, and figuring out how exactly to do QoS with respect to wireless links and encryption.
The system must be able to share network infrastructure.
The system must be extensible to meet future needs.
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Aircraft Communications Addressing and Reporting System (ACARS) and the
Aeronautical Telecommunication Network (ATN)
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Current Avionics Architecture
ACARS is based upon an all-in-one communications management unit.
Origin can be traced back to global teleprinter network, telex, established in the 1920s!
Point-to-point telex network where all messages come to a central processing location
Today ACARS is widely deployed in commercial airlines. ATN network is an attempt to modernize ACARS,
using most of the existing radio technologies with limited modifications.
Deployed in a closed, aeronautics-only network Limited flexibility
Cannot adapt easily to new technologies, new communication protocols, and new communication links
Security currently is extremely limited at best; however, specifications have been updated in an attempt to rectify this
Limited bandwidth makes security difficult
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Communication Management Unit (CMU)
SATCOM AERO-1 System
SATCOM AERO-H/H+ System
VHF Voice/DATA System
HF Voice/DATA System
GateLink
File Server Subsystem
Printer
ARINC 741
ARINC 761
ARINC 740/744
ARINC 719
ARINC 753
ARINC 716
ARINC 750
Terminal
Ethernet
(Optional)
Typical ACARS Onboard Network
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Future Air Navigation System (FANS)
In 1983, FANS originated as study of the current air traffic infrastructure and recommend changes to support the anticipated growth in air traffic over the next 25 years
The FANS committee identified these needs: Replacement of the current analog radios with digital air/ground
communications; Use of satellite and HF communication systems to provide
communication where deployment of line-of-sight systems is not practical such as in the oceanic domain;
Global Interoperability; Network-enabled systems to support automation in the airplanes
and on the ground; Transition to a Global Positioning System (GPS)-based navigation
and landing systems; and, Installation of flight service automation to enable pilots to plan
and file flight plans without reliance on flight service specialists. Widely Deployed over ACARS as FANS-1/A
It is now 2005 – 22 years later, and only an extremely small portion of FANS has been deployed using ATN
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ATN and Mobility
Uses the Inter-Domain Routing Protocol (IDRP) Using a routing protocol to handle mobility effectively
requires one to own the entire infrastructure because one generally is not permitted to inject routes into another’s infrastructure.
If the radio access is not secure and ATN secure routing is not implemented, the system is extremely vulnerable
A distributed IDRP directory using Boundary Intermediate Systems (BISs) is implemented along with a two level directory approach
Uses an ATN Island concept consisting of backbone BISs and a home BISs concept
This is done to limit the convergence time or route updates.
If the routing structure were to become to large, convergence times would become unacceptable.
Base functionality is standardized Currently working on route optimization
Rapid Convergence Time Link independent (Multihoming) Does not inject routes into the infrastructure
Allows for use of shared infrastructure. One does not have to own the infrastructure
Allows for insertion of new link technologies as they mature.
Enables competition which should reduce cost Policy-based Routing (Currently in
development) IETF Mobile Nodes and Multiple Interfaces in IPv6
(monami6)
Communication Management Unit (CMU)
SATCOM AERO-1
SATCOM AERO-HH
VHF Voice/DAT
A
HF Voice/DAT
A
GateLink
INMARSAT Swift 64
Connexion by Boeing
WiFi Max
Cellular
Future Links
Mobile Router
Cryptography and Firewall
Traditional Avionics
Display
Passenger Services
IP-Based Transitional Architecture
SATCOM AERO-1
SATCOM AERO-HH
VHF Voice/DAT
A
HF Voice/DAT
A
GateLink
INMARSAT Swift 64
Connexion by Boeing
WiFi Max
Cellular
Future Links
Mobile Router
Cryptography and Firewall
Cryptography and Firewall
Operations LAN
(Avionics)
Communication and Display
Passenger Services
Air Traffic Managemen
t LAN
Sensor Controller (Optional Display)
IP-Based Architecture with ATC and AOC Separate
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Mobile Router
Cryptography and Firewall
Operations LAN
(Avionics)
Communications Sensor Controller
and Display
Passenger Services
Air Traffic Managemen
t LAN
Radio Link 1
Radio Link 2
Radio Link 3
Radio Link 4
Radio Link N
IP-Based Architecture with ATC and AOC Combined
IP-Based Architecture with ATC and AOC Combined
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High speed link
int2
int3
Routing Policy
Routing Policy
int1Low latency link
Reliable linkATC
ATCATC
ATC
AOC
AOCAOC
AOC
P-DATA
P-DATA
P-DATA
P-DATA
P-DATAP-DATAHomeAgent
Policy-Based Routing, All Links Active
ATC
AOC
P-DATA
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High speed link
int2
int3
Routing Policy
Routing Policy
int1Low latency link
Reliable linkATC
ATCATC
ATCAOC
AOC
P-DATA
P-DATA
P-DATAHomeAgent
Policy-Based Routing, Critical Link Active
ATC
212006 IEEE Aerospace Conference – Big Sky, Montana
High speed link
int2
int3
Routing Policy
Routing Policy
HomeAgentint1
Low latency link
Reliable link
ATC
ATC
ATC
AOC
AOCAOC
P-DATA
P-DATA
P-DATA
P-DATA
P-DATAP-DATA
Policy-Based Routing, Passengers Link Active
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Achieving Positive Return on Investment
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Internet Protocol Value Added Features
Lower Telecommunication Costs of IP-based networks as compared to dedicated point-to-point links
Competition among information providers Economies of scale Lower development costs for new applications
and maintenance due to standardization of interfaces
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Link Independence
Most important considerations for this is not technical, but related to cost, safety, and politics
Facilitates globalization and supports positive ROI
Requires change in policy Change in use of spectrum
World Radio Conference to allow use of other frequencies for air traffic control messages
Air Traffic Controller is now networked. These are some very different modes of operation from what the aeronautics community is comfortable with.
252006 IEEE Aerospace Conference – Big Sky, Montana
Airplanes and Automobiles
Commercial airlines make up only 4% of the active civil aircraft – approximately 15,000 out of a total of 215,000
aircraft “Airbus forecasts that of this total, 16,600 new
passenger aircraft of more than 100 seats will be needed in the coming 20-year period
Today, 700 million cars are globally deployed for a human population of 6 billion. Toyota expects to produce 9.2 million vehicles in
2006. General Motors produce approximately 9.1 million
vehicles in 2005
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Applications for Mobile Platforms
Car-to-car communication (plane-to-plane) Driver assistance information ITS taxi service where the taxi company runs a system to distribute the
best taxi based on the locations, idle/operation information. (Air Operations)
Probe servers collects and distributes information gathered by various probes
Car inspection information and maintenance log Preventative maintenance (Air Operations)
Probe data analysis and synthesis where time/location data among various probe data can be integrated to create traffic information. (Air Traffic Management)
Vending machine networks where vending machines can become wireless LAN access points, to offer broadband wireless communication infrastructure. (Surface Area)
Large volume content distribution service (Electronic Flight Bag) Encrypted data contents can be downloaded onto car-equipped devices and
decryption key can be sent later to enable a new type of distribution, which lowers communication cost and makes download operation transparent.
Next-generation road service where computer-assisted road service automates the process of locating and failure of a broken-down car and towing it to a desired destination. (Air Operations)
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Backup Slides
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Car-to-Car Communications
Mission and Objectives Create and establish an open
European industry standard for Car2Car communication systems based on wireless LAN components
Guarantee European-wide inter-vehicle operability
Enable the development of active safety applications by specifying, prototyping and demonstrating the Car2Car system
Promote the allocation of a royalty free European wide exclusive frequency band for Car2Car applications
Push the harmonization of Car2Car Communication standards worldwide
Develop realistic deployment strategies and business models to speed-up the market penetration
Technical Approach Use of IPv6 Utilize 802.11 wireless LAN
technology Ad hoc routing capable of
handling rapid changes in topology
Source: Car2Car Communication Consortium
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Security Mechanisms Encryption mechanisms should be limited to
those that are free of ITAR restrictions Other counties also have regulations restricting
the exportation of cryptography technology These regulations may limit the ability to realize cost
and schedule advantages that could be gained by using a single set of proven security infrastructure software throughout the world.
Multicast and current IPSec implementations do not necessarily work well together.
Support for IPSec-base security with Security Associations bound to permanent host (multicast group) identities (e.g. certificates)
Location, control, and responsiveness of the authentication authority servers is critical.