WAEA SFW Connectivity Update – Universal Sheraton - March 25 ...

WAEA SFW Connectivity Update – Universal Sheraton - March 25, 2010

Presented by

Jonathan NorrisVP Cabin Design Office

Aircraft Networks, Certificationand Data Security


IS


TO-BE


Introduction

Airworthiness authorities (EASA/FAA) have expressed their concerns regarding security of new e-enabled aircraft (A380, B787, A350) through SC (Special Conditions) and CRI (Certification Review Items).

These concerns are now being extended to legacy aircraft that have been modified to include such e-enabled systems. On January 15th 2010 the FAA published an SC applicable to the B747-8/8F, due to the introduction of new technologies on this modified ‘legacy’ aircraft.

The main novelty is the use of digital system architecture composed of several connected networks / domains:

•Flight safety related control, communication and navigation systems (ACD – Aircraft Control Domain)

•Airline business and administrative support (AISD – Airline Information System Domain)

•Passenger information and entertainment (PIESD – Passenger Information and Entertainment System Domain)

and the concern that these networks may be subject to unauthorized access.


As a consequence, “Connectivity” has to be taken in a scope wider than only Cabin Connectivity, including all kinds of communication (ground system to aircraft systems and aircraft systems to aircraft systems).

Similar special conditions were issued early in 2008 for the B787 (‘Isolation or Protection from Unauthorized Passenger Domain Systems Access’ and ‘Protection of Airplane Systems and Data Networks from Unauthorized External Access’).

Airbus has demonstrated compliance with Certification Review Items (CRI) on:

•A330 / A340: CRI S1068 “Aircraft Information Network System (AINS)” and CRI S1072 “Cabin Information Network System (CINS) and Wireless Area Network”

(Note: CRI S1068 and CRI S1072 do not mention any requirements or security principles for IFE systems or interfaces)

“This safety assessment process should take into account possible human intentional aggressions through the open world using airborne peripherals or through application at the Airport LAN level. Note: Human intentional aggression on networks is recognized by JAA as a difficult area.”


“Airbus should demonstrate that network is sufficiently protected against this hazard. Airbus should demonstrate that users application (including user modifiable software) cannot impact the protection/segregation mechanism (between the avionics world and the open world).”

•A380: CRI F-21 “Network Server System (NSS)” and CRI F-47 “Cabin Information Network System (CINS) and Wireless Area Network”

(Note: CRI F-21 and CRI F-47 do not mention any requirements or security principles for IFE systems or interfaces)

“Airbus should demonstrate that the avionics network is sufficiently protected against Human intentional aggression on networks and that users’ application (user modifiable software) cannot impact the protection/segregation mechanism (between the avionics world and the open world.”


“According to this [CINS safety assessment] analysis, Airbus should define the design assurance levels and software levels of each CINS component or function. This safety assessment process should address possible human intentional aggressions through CINS applications and use of passengers PEDs.”

“Passenger’s wired or wireless access to CINS should result in NO increased security vulnerabilities to the aircraft or its systems. Airbus should conduct appropriate validation testing of those interfaces to confirm there are no security vulnerabilities.”

On the A350 we will have to demonstrate compliance with CRI F-38, FAA SA-1 and FAA SA-2.


In Flight

Air-Ground Links

Ground Networks

On-board Networks

Satcom / ATG Link

Manage off-board communications

Link A/C to external applications(Ground Network)

Manage on-board Networks

Manage & Control Wireless signals

Manage Wired Networks & interfaces

Ground Link

Aircraft Architecture

On Ground


The following needs to be answered with respect to those functions:

Manage off-board communications

•Which air-ground (ground-ground) links shall be supported? If this link is shared with cockpit communications, have all necessary studies been done to ensure aircraft performance and security are not affected by such connectivity traffic?

•Are applicable certification rules for new e-enabled aircraft (A350, B787, B747-8) which require segregation between cabin and operational communications met?

Manage on-board wireless signals function:

•Are the proposed wireless frequencies to be used in line with regulatory standards and Airbus directives?

•Are wireless communications used (or planned to be used) by other maintenance, cabin or cockpit applications? If yes,

• How to ensure that aircraft performance is not affected?

• How to secure the evolution and coexistence of several wireless systems on board as well as continuous compliance to regulatory requirements


Manage on-board networks and interfaces

•Does the proposed solution follow regulatory and Airbus security standards given that we are talking about cabin systems accessed by passengers and cabin crew?


Mission-critical

*Inmarsat anticipating SwiftBroadband compliance with mission-critical applications by 2013.

ATS - Air Traffic services*AOC - Aeronautical Operational CommunicationsAAC - Aeronautical Administrative CommunicationsAPC - Aeronautical Passengers Communications

APC APC/AAC

Non Mission-critical

AACAOCATS

*Inmarsat anticipating SwiftBroadband compliance with mission-critical applications by 2013.


60 GHz Broadband

Currently, there is a lively discussion about using the 60 GHz band for on- and off-aircraft applications that require high data rates.

A number of developments have generated this interest:

•FCC has made available 7 GHz of unlicensed bandwidth in the 60 GHz band providing potential for data rates of several Gigabits/s

•IEEE standard 802.15.3c is being developed for mm-wave communications

•Technological developments such as 60 GHz transceiver circuits with cost efficient silicon based technologies as well as the progress in memory technology enable the development of ultra-high data rate communication system

The EASY-A project (Enablers for Ambient Services & Systems Part A – 60 GHz Broadband links) has been initiated to cover a comprehensive investigation concerning the usability of the 60 GHz band as well as the elaboration of efficient system and implementation concepts.


The project covers a range of potential applications including a WLAN system for video streaming into an aircraft cabin or vehicle as well as the development of a fast wireless data synchronization link for consumer applications.

The EASY-A consortium consists of 14 institutions – 9 from industry, 3 research institutes and 2 universities. Additionally a number of subcontractors will supply specific know-how to the consortium.

Airbus is involved through EADS Innovation Works (an EASY-A consortium member) and is working on a sub-project “Cabin integration and test of a 60 GHz system” and the realisation of a high-data rate wireless IFE system in an aircraft cabin.

EADS Innovation Works / Airbus are working on the following topics:

•Specification of the 60 GHz IFE system

•Characterisation of different cabin materials at 60 GHz

•Definition of areas to install the antennae and integration of the antenna modules into the ceiling and seats of the cabin


• Development of higher-layer protocols and of the application software for the IFE system

• Development of the HMI interface for the passenger

• Supply of the server

• Integration of the complete 60 GHz IFE system (consisting of one ceiling module and five seat modules) into an A340 mock-up at EADS IW


Any Questions ?

[email protected]: +49 171 867 5793

WAEA SFW Connectivity Update – Universal Sheraton - March 25 ...

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