Modular CostEffective Extensible Avionics Architecture for Secure Mobile

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 wivancic@grc. nasa. gov 216 -433 -3494 2006 IEEE Aerospace Conference – Big Sky, Montana 1

NASA’s Request for Comments on the Global Air Space System Requirements 2006 IEEE Aerospace Conference – Big Sky, Montana 2

Current View of the Global Airspace System n Current Global and National Airspace System n n n FAA - Bringing Safety to America’s Skies n n n Stove-piped communication systems Disjoint set of networks n Currently not globally network centric Evolved over time with limited concern for network security n Security by obscurity n Closed systems n Insufficient bandwidth to support security measures Safe and Secure n Air Traffic Control methods have evolved in reaction to changes in technology, capacity and use n Current methods are reaching limit of scalability 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 n n n Cross network security Authentication, Authorization, Accounting and Encryption Required changes in Policy! 3 2006 IEEE Aerospace Conference – Big Sky, Montana

Global Airspace System Requirements 1. 2. 3. 4. 5. 6. 7. 8. Must be value added n Cannot add cost without a return on investment that meets or exceeds those costs. Must be capable of seamless global operation. 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. Must use same security mechanisms for Air Mobile and Ground Infrastructure (surface, terminal, en router, oceanic and space) n Critical ATM messages must be authenticated. n Must be capable of encryption when deemed necessary n Security mechanisms must be usable globally n Must not violate International Traffic in Arms Regulations Must operate across networks owned and operated by various entities n Must be able to share network infrastructure Must make maximum use of standard commercial technologies (i. e. core networking hardware and protocols) Must enable sharing of information with proper security, authentication, and authorization n Situational Awareness n Passenger Lists n Aircraft Maintenance Same network must accommodate both commercial, military and general aviation. 4 2006 IEEE Aerospace Conference – Big Sky, Montana

Design Concepts n n n Must be IPv 6 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 5 2006 IEEE Aerospace Conference – Big Sky, Montana

Consensus on Six Major Points n n 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, IPv 6 will be the protocol of choice. Links should be shared, and the system should be providerindependent. This makes Qo. S 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 certificatebased security architecture, and figuring out how exactly to do Qo. S with respect to wireless links and encryption. n The system must be able to share network infrastructure. n The system must be extensible to meet future needs. 6 2006 IEEE Aerospace Conference – Big Sky, Montana

Aircraft Communications Addressing and Reporting System (ACARS) and the Aeronautical Telecommunication Network (ATN) 2006 IEEE Aerospace Conference – Big Sky, Montana 7

Current Avionics Architecture n ACARS is based upon an all-in-one communications management unit. n n Origin can be traced back to global teleprinter network, telex, established in the 1920 s! 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. n Deployed in a closed, aeronautics-only network n n n 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 n Limited bandwidth makes security difficult 2006 IEEE Aerospace Conference – Big Sky, Montana 8

Typical ACARS Onboard Network ARINC 741 SATCOM AERO-1 System ARINC 761 SATCOM AERO-H/H+ System ARINC 716 VHF Voice/DATA System Gate. Link Ethernet File Server Subsystem (Optional) Communication Management Unit (CMU) ARINC 750 Terminal ARINC 719 Printer ARINC 753 ARINC 740/744 HF Voice/DATA System 9 2006 IEEE Aerospace Conference – Big Sky, Montana

Future Air Navigation System (FANS) n n 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: n n n n 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 2006 IEEE Aerospace Conference – Big Sky, Montana 10

ATN and Mobility n Uses the Inter-Domain Routing Protocol (IDRP) n n n 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 n n 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. n If the routing structure were to become to large, convergence times would become unacceptable. 11 2006 IEEE Aerospace Conference – Big Sky, Montana

ATN Island Routing Domain Confederation Mobile RD Another ATN Island ATN Backbone RDC ATN TRD Mobile RD ATN TRD ATN ERD ATN Island RDC ERD – End Routing Domain RD – Routing Domain RDC – Routing Domain Confederation TRD – Transit Routing Domain 12

Typical ATN Onboard Network Similar to CMU in ACARS Network 13 2006 IEEE Aerospace Conference – Big Sky, Montana

Mobile-IP Based Architecture 2006 IEEE Aerospace Conference – Big Sky, Montana 14

Features of Mobile-IP Based Mobile Networking n Commercial-Off-The-Shelf technology n IETF NEtwork MObility (nemo) n n n Rapid Convergence Time Link independent (Multihoming) Does not inject routes into the infrastructure n n Allows for use of shared infrastructure. One does not have to own the infrastructure n n n Base functionality is standardized Currently working on route optimization Allows for insertion of new link technologies as they mature. Enables competition which should reduce cost Policy-based Routing (Currently in development) n IETF Mobile Nodes and Multiple Interfaces in IPv 6 (monami 6) 2006 IEEE Aerospace Conference – Big Sky, Montana 15

SATCOM AERO-1 Traditional Avionics SATCOM AERO-HH Communication Management Unit (CMU) Cryptography and Firewall VHF Voice/DATA Mobile Router Display HF Voice/DATA INMARSAT Swift 64 Connexion by Boeing Passenger Services Wi. Fi Max Gate. Link IP-Based Transitional Architecture Cellular Future Links 16

SATCOM AERO-1 Communication and Display Air Traffic Management LAN Operations LAN (Avionics) SATCOM AERO-HH Cryptography and Firewall VHF Voice/DATA Mobile Router Cryptography and Firewall Sensor Controller (Optional Display) HF Voice/DATA INMARSAT Swift 64 Connexion by Boeing Wi. Fi Max Gate. Link Passenger Services IP-Based Architecture with ATC and AOC Separate Cellular Future Links 17

IP-Based Architecture with ATC and AOC Combined Air Traffic Management LAN Operations LAN (Avionics) Radio Link 1 Mobile Router Cryptography and Firewall Radio Link 2 Radio Link 3 Radio Link 4 Communications Sensor Controller and Display Radio Link N Passenger Services IP-Based Architecture with ATC and AOC Combined 2006 IEEE Aerospace Conference – Big Sky, Montana 18

Policy-Based Routing, All Links Active P-DATA High speed link P-DATA AOC int 1 AOC int 2 int 3 P-DATA Home Agent Low latency link ATC P-DATA ATC Routing Policy AOC P-DATA AOC ATC Reliable link ATC AOC Routing Policy 19 2006 IEEE Aerospace Conference – Big Sky, Montana

Policy-Based Routing, Critical Link Active P-DATA High speed link P-DATA AOC Home Agent int 1 Low latency link ATC AOC ATC int 2 P-DATA int 3 Reliable link ATC Routing Policy 20 2006 IEEE Aerospace Conference – Big Sky, Montana

Policy-Based Routing, Passengers Link Active P-DATA High speed link P-DATA AOC int 1 Low latency link ATC P-DATA ATC Home Agent AOC int 2 P-DATA int 3 Routing Policy P-DATA Reliable link ATC Routing Policy 21 2006 IEEE Aerospace Conference – Big Sky, Montana

Achieving Positive Return on Investment 2006 IEEE Aerospace Conference – Big Sky, Montana 22

Internet Protocol Value Added Features n n 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 23 2006 IEEE Aerospace Conference – Big Sky, Montana

Link Independence n n 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 n n 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. 24 2006 IEEE Aerospace Conference – Big Sky, Montana

Airplanes and Automobiles n Commercial airlines make up only 4% of the active civil aircraft n n n – 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. n n Toyota expects to produce 9. 2 million vehicles in 2006. General Motors produce approximately 9. 1 million vehicles in 2005 25 2006 IEEE Aerospace Conference – Big Sky, Montana

Applications for Mobile Platforms n n 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 n n 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) n n Car inspection information and maintenance log Preventative maintenance (Air Operations) 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) 26 2006 IEEE Aerospace Conference – Big Sky, Montana

Backup Slides 2006 IEEE Aerospace Conference – Big Sky, Montana 27

Car-to-Car Communications Mission and Objectives n n n Create and establish an open European industry standard for Car 2 Car communication systems based on wireless LAN components Guarantee European-wide intervehicle operability Enable the development of active safety applications by specifying, prototyping and demonstrating the Car 2 Car system Promote the allocation of a royalty free European wide exclusive frequency band for Car 2 Car applications Push the harmonization of Car 2 Car Communication standards worldwide Develop realistic deployment strategies and business models to speed-up the market penetration Source: Car 2 Car Communication Consortium 2006 IEEE Aerospace Conference – Big Sky, Montana Technical Approach n n n Use of IPv 6 Utilize 802. 11 wireless LAN technology Ad hoc routing capable of handling rapid changes in topology 28

Security Mechanisms n n Encryption mechanisms should be limited to those that are free of ITAR restrictions Other counties also have regulations restricting the exportation of cryptography technology n n n 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) n Location, control, and responsiveness of the authentication authority servers is critical. 29 2006 IEEE Aerospace Conference – Big Sky, Montana