Transcript Communications System Architecture

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
2006 IEEE Aerospace Conference – Big Sky, Montana
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NASA’s Request for Comments on the
Global Air Space System Requirements
2006 IEEE Aerospace Conference – Big Sky, Montana
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Current View of the Global
Airspace System
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Current Global and National Airspace System
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FAA - Bringing Safety to America’s Skies
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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
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
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Cross network security
Authentication, Authorization, Accounting and Encryption
Required changes in Policy!
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2006 IEEE Aerospace Conference – Big Sky, Montana
Global Airspace System
Requirements
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Must be value added
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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)
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Critical ATM messages must be authenticated.
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Must be capable of encryption when deemed necessary
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Security mechanisms must be usable globally
 Must not violate International Traffic in Arms Regulations
Must operate across networks owned and operated by various entities
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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
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Situational Awareness
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Passenger Lists
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Aircraft Maintenance
Same network must accommodate both commercial, military and general aviation.
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2006 IEEE Aerospace Conference – Big Sky, Montana
Design Concepts
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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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2006 IEEE Aerospace Conference – Big Sky, Montana
Consensus on Six Major Points
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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 providerindependent. 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 certificatebased security architecture, and figuring out how exactly to
do QoS with respect to wireless links and encryption.
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The system must be able to share network infrastructure.
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The system must be extensible to meet future needs.
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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
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Current Avionics Architecture
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ACARS is based upon an all-in-one communications
management unit.
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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.
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Deployed in a closed, aeronautics-only network
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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
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Limited bandwidth makes security difficult
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2006 IEEE Aerospace Conference – Big Sky, Montana
Typical ACARS Onboard Network
ARINC 741
SATCOM
AERO-1
System
ARINC 761
SATCOM
AERO-H/H+
System
ARINC 716
VHF
Voice/DATA
System
GateLink
Ethernet
File Server
Subsystem
(Optional)
Communication
Management Unit
(CMU)
ARINC 750
Terminal
ARINC 719
Printer
ARINC 753
ARINC 740/744
HF
Voice/DATA
System
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2006 IEEE Aerospace Conference – Big Sky, Montana
Future Air Navigation System (FANS)
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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:
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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
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ATN and Mobility
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Uses the Inter-Domain Routing Protocol (IDRP)
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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
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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.
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If the routing structure were to become to large, convergence times
would become unacceptable.
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2006 IEEE Aerospace Conference – Big Sky, Montana
ATN Island Routing Domain Confederation
Mobile RD
Mobile RD
Another
ATN Island
ATN Backbone RDC
ATN TRD
ATN TRD
Mobile RD
ATN TRD
ATN ERD
ATN ERD
ATN Island RDC
ERD – End Routing Domain
RD – Routing Domain
RDC – Routing Domain Confederation
TRD – Transit Routing Domain
Typical ATN Onboard Network
Similar to CMU in
ACARS Network
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2006 IEEE Aerospace Conference – Big Sky, Montana
Mobile-IP Based Architecture
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Features of Mobile-IP Based
Mobile Networking
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Commercial-Off-The-Shelf technology
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IETF NEtwork MObility (nemo)
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Rapid Convergence Time
Link independent (Multihoming)
Does not inject routes into the infrastructure
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Allows for use of shared infrastructure.
One does not have to own the infrastructure
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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)
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IETF Mobile Nodes and Multiple Interfaces in IPv6
(monami6)
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SATCOM
AERO-1
Traditional
Avionics
Communication
Management Unit
(CMU)
SATCOM
AERO-HH
Cryptography
and Firewall
VHF
Voice/DATA
Mobile
Router
Display
HF
Voice/DATA
INMARSAT
Swift 64
Connexion by
Boeing
Passenger
Services
WiFi Max
GateLink
IP-Based Transitional Architecture
Cellular
Future Links
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
WiFi Max
GateLink
Passenger
Services
IP-Based Architecture with ATC and AOC Separate
Cellular
Future Links
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
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Policy-Based Routing,
All Links Active
P-DATA
P-DATA
High speed link
P-DATA
AOC
P-DATA
P-DATA
Home
Agent
int1
Low latency link
ATC
AOC
P-DATA
int2
int3
ATC
Routing
Policy
AOC
P-DATA
AOC
ATC
Reliable link
ATC
ATC
AOC
Routing
Policy
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2006 IEEE Aerospace Conference – Big Sky, Montana
Policy-Based Routing,
Critical Link Active
P-DATA
High speed link
P-DATA
AOC
Home
Agent
int1
ATC
Low latency link
AOC
P-DATA
ATC
int2
int3
Reliable link
ATC
Routing
Policy
ATC
ATC
Routing
Policy
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2006 IEEE Aerospace Conference – Big Sky, Montana
Policy-Based Routing,
Passengers Link Active
P-DATA
High speed link
P-DATA
AOC
P-DATA
AOC
int1
ATC
P-DATA
ATC
Home
Agent
P-DATA
Low latency link
P-DATA
AOC
int2
int3
Routing
Policy
Reliable link
ATC
Routing
Policy
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2006 IEEE Aerospace Conference – Big Sky, Montana
Achieving Positive
Return on Investment
2006 IEEE Aerospace Conference – Big Sky, Montana
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Internet Protocol
Value Added Features
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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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2006 IEEE Aerospace Conference – Big Sky, Montana
Link Independence
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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
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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.
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2006 IEEE Aerospace Conference – Big Sky, Montana
Airplanes and Automobiles
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Commercial airlines make up only 4% of the
active civil aircraft
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– 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.
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Toyota expects to produce 9.2 million vehicles in 2006.
General Motors produce approximately 9.1 million
vehicles in 2005
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2006 IEEE Aerospace Conference – Big Sky, Montana
Applications for Mobile Platforms
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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
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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)
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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)
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2006 IEEE Aerospace Conference – Big Sky, Montana
Backup Slides
2006 IEEE Aerospace Conference – Big Sky, Montana
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Car-to-Car Communications
Mission and Objectives
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Create and establish an open
European industry standard for
Car2Car 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
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
Source: Car2Car Communication Consortium
2006 IEEE Aerospace Conference – Big Sky, Montana
Technical Approach
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Use of IPv6
Utilize 802.11 wireless LAN
technology
Ad hoc routing capable of handling
rapid changes in topology
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Security Mechanisms
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Encryption mechanisms should be limited to those
that are free of ITAR restrictions
Other counties also have regulations restricting the
exportation of cryptography technology
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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)
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Location, control, and responsiveness of the authentication
authority servers is critical.
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2006 IEEE Aerospace Conference – Big Sky, Montana