Local Area Networks (LANs) in Aircraft - FTP Directory Listing - FAA

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The report notes the rapid evolution of the public key encryption used by one family of crypto malware, Gpcode, which went from using 56-bit to 660-bit RSA [encryption key] in a matter of weeks. Commonly termed ‘ransomware’, Trojans that encrypt data files on a user’s [personal computer] PC before demanding a payment in return for supplying the key to unlock the files, have come from nowhere in recent months to become a measurable problem. At the time of its discovery in June [2006] Gpcode.ag – which used a formidable 660-bit key – Kaspersky described the process required to decrypt such a key as equivalent to setting a 2.2 GHz PC to work for thirty years.” (Quoted from reference 21.) Defenses that require a response to each new threat instance as it appears are both expensive and of questionable efficacy. The best mechanism to effectively constrain the impact of these threats over time is to create a very solid safety and security foundation for both the NAS and aircraft. Figures 7 and 8 were created by David Robinson [22] to indicate the possible threat affects that can occur when networked aircraft becomes successfully attacked. These types of threats cannot occur for aircraft whose aviation systems are not attached to network systems. “These new generation aircraft [e.g., B787, A370, A350, BY-1] will include a new aircraft data network design which will introduce new cyber security vulnerabilities to the aircraft.” [22] Unless properly mitigated, any networked aviation system is potentially subject to the following range of impacts should they be successfully attacked. 20
General Threat Identifiers FAILURE DENIAL Access Control Passive Attack Aircraft Data Network Threats Safe state of the aircraft system could be compromised in the event of a security penetration Aircraft system resources exhausted due to denial of service attack, system error, malicious actions Individual other than an authorized user may gain access to the aircraft system via phantom controller, masquerade or spoofing system error or an attack for malicious purposes. Snooping or eavesdropping compromising security (misdirection). Design Flaws may lead to back door access. Aviation Infrastructure Mission and Operational Impact Access to the flight controls by unauthorized individuals affecting safety Critical services disrupted by system overload or traffic jamming Unauthorized Access Unauthorized corruption or destruction of data causing unsafe flight conditions. Figure 7. Network Threat Mission and Operational Impact [22] Threat Targets Aircraft Operation Assets Financial Human Public Perception Threat Effects Serious degradation or loss of mission capability, airline is not able to perform its primary function Major damage to airline assets Major financial loss Serious or catastrophic physical harm to individuals Total loss of confidence in air traffic by passengers, disclosure of security information Figure 8. Airborne Network Threat Targets [22] The subsequent sections describe technical mechanisms to mitigate these risks. 4.1 DIFFERENT UNIVERSES: STAND-ALONE VERSUS NETWORKED. It is commonly recognized that the safety and security assurance properties of stand-alone systems are much more easily ascertained than the assurance of systems within networked environments. This difference is primarily due to the fact that the assurance of stand-alone entities is a function of the inherent design of that system itself. These include the repertoire of issues currently considered by DO-178B such as hardware and software design, input-output, direct memory access, interrupt and interrupt processing, design and development process controls, operating system (OS) issues, and security modes. The assurance of networked systems, by contrast, is a function of not only that system’s own internal design and processes, 21
Page 1 and 2: DOT/FAA/AR-08/31 Air Traffic Organi
Page 3 and 4: 1. Report No. DOT/FAA/AR-08/31 4. T
Page 5 and 6: 5.4.2 Aircraft as a Node (MIP and M
Page 7 and 8: 11.1 Findings and Recommendations 1
Page 9 and 10: 22 Customer’s L3VPN Protocol Stac
Page 11 and 12: LIST OF ACRONYMS AND ABBREVIATIONS
Page 13 and 14: PBN PC PE PEP PFS PIB PIM-DM PIM-SM
Page 15 and 16: This report states that the primary
Page 17 and 18: 1. INTRODUCTION. This is the final
Page 19 and 20: protocol (IP)-based communications.
Page 21 and 22: of linking aircraft-resident system
Page 23 and 24: Industry and governments are extrem
Page 25 and 26: 2.1 NOTIONAL NETWORKED AIRCRAFT ARC
Page 27 and 28: Other Control Sites Controller ATC
Page 29 and 30: • The security viability of curre
Page 31 and 32: alternative requires that parallel
Page 33 and 34: Aircraft network security is a syst
Page 35: 4. NETWORK RISKS. This section spec
Page 39 and 40: esources so that the required real-
Page 41 and 42: “With the rise of client-side att
Page 43 and 44: • During an 11-month period (Apri
Page 45 and 46: attempt the theft of passwords. Non
Page 47 and 48: IP networks are organized in terms
Page 49 and 50: either the user or the trusted soft
Page 51 and 52: However, the previous paragraph beg
Page 53 and 54: Table 1. Internet Engineering Task
Page 59 and 60: • Lightweight directory access pr
Page 61 and 62: mechanism to overcome the key distr
Page 63 and 64: Deployments that need to support mu
Page 65 and 66: Today’s Reality: Islands of Commu
Page 67 and 68: Simultaneously, IP addresses are al
Page 69 and 70: in-depth manner. Defense-in-depth m
Page 71 and 72: Protection Detection Reaction / Neu
Page 73 and 74: encrypted and then encapsulated wit
Page 75 and 76: Internet (grouping of autonomous sy
Page 77 and 78: via that same IP address. Specifica
Page 79 and 80: deployments. Regional flights that
Page 81 and 82: neighbor as a next hop after “Hol
Page 83 and 84: Interface Interface Customer Site S
Page 85 and 86: Interface Customer’s Application
Page 87 and 88:
Although the vast majority of PBN s
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6. RELATING SAFETY AND SECURITY FOR
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6.1.1 Integrity. As section 4.3 ind
Page 93 and 94:
As mentioned in section 4.4, the hi
Page 95 and 96:
6.1.4 Confidentiality. Confidential
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their own classification level nor
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integrity is not permitted to obser
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software has been confirmed as leve
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• Both safety and security are co
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Device at Safety level X Device at
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in a Biba Integrity Model environme
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Common Criteria Classes ACM—Confi
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(see section 9.10). A secure mechan
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employed in security-critical appli
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concept, which is needed to create
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4. Learn from past mistakes. Poor d
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exemplar airborne network architect
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• Requirement 8: Biba Integrity M
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Figure 31 shows how the recommended
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to-live (TTL) field in the IP heade
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using the traditional dual router i
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mechanism relies upon the controlle
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HAGs are high-assurance devices tha
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8.3.5 Firewall. The firewall needs
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(AJ) or low probability of intercep
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design decisions that need to be de
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9.2 INTEGRATED MODULAR AVIONICS IMP
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9.3 USING PUBLIC IPs. The model and
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alerted the pilots because the fail
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environments. If the certification
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DSS (FIPS 186 [81]). Code signing i
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elationship with other equipment in
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approach is to keep the log informa
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11. SUMMARY. Current civilian aircr
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environments should be extended to
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12. COTS computer systems cannot be
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14. NAS and airborne network archit
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22. If SWAP considerations permit,
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11.2 TOPICS NEEDING FURTHER STUDY.
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9. Lee, Y., Rachlin, E., and Scandu
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32. Loscocco, P., Smalley, S., Muck
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59. Raisinghani, V. and Sridhar, I.
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the following is a pointer to a rel
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Department of Defense Instruction N
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Information Assurance—The Departm
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Threat source—Either (1) intent a
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information found within these data
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(HTTP) traffic (port 80), port scan
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The simple network management proto
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opportunities to crack the hosting
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authorized to perform. 13 However,
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sniffers, log-cleaning scripts, and
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A.3.1 DENIAL OF SERVICE ATTACKS. Th
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• Disclosure: Disclosure of routi
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affected by the signal intermittenc
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A-15. Barbir, A., Murphy, S., and Y
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Survey Question What is the primary
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Survey Question What is the primary
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should be emphasized that there is
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Local Area Networks (LANs) in Aircraft - FTP Directory Listing - FAA

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