air transport security and crisis management · network operation support system (oss) by adding...

Air Transport Security and Crisis Management

Rudolf Volner & Vladimir Smri,Technical University of Ostrava

ABSTRACT

Network management is one of the key technologiesneeded to fulfill the requirements. In other words, a newparadigm for network management is also needed, inorder to address the requirements arising both from theATN side and the telecommunication side of the newtelecommunication infrastructure. In particular, the newnetwork management paradigm will incorporate the ATNmanagement framework consisting of related standards,along with the telecommunication managementframework, notably Telecommunication ManagementNetwork (TMN) standards from ITU-T.

INTRODUCTION

Civil aviation is characterized by constraints of differentnature-impacting airlines, airport operators, and other actorsintervening on the platform. We briefly isolated andillustrated these constraints by organizing them into twocategories: regulatory constraints and operating constraints.The regulatory constraints refer to security and passengerseconomical rights. Security imposes certain obligations suchas the respect of the security area integrity, reliability of theboarding pass, separation between screened passengers, andnon-screened passengers and reconciliation, before take-off,between the passenger and his property. In addition,passengers have some economical rights that are concerningfulfillment of their contract of carriage.

Air traffic management is a broadly defined functionwhich includes airspace management (ASM), Air TrafficControl (ATC), and Air Traffic Flow Management (ATFM).Its objective is to enable aircraft operators to meet theirplanned schedules of arrival and departure and adhere topreferred flight profiles.

Author's Current Address:R. voltier, Ph.D., Departemnent of Civil Air Transport, Institute of Transport. Faculty ofMechanical Engineering V§B -Technical university of Ostrava; and V. Suitt Ph.D.Departemnent of Civil Air Transport, Institute of Transport, Faculty of MechanicalEngi neering VtB -Technical university of Ostrava.

Based on a presentation at the 2008 Carnahan Conference.

088518985/09/ $25b(0 USA © 2009 IEEE

Air Traffic Flow Management (ATFM) is an importantservice, it aims to ensure an optimum flow of air traffic to orthrough airspaces during times when demand exceeds, or isexpected to exceed, available capacity of the Air TrafficControl (ATC) system. The term ATFM is used to embraceany activity concerned with the organization and handling ofthe flow of air traffic in such a way that, while ensuring thesafe, orderly, and expeditious flight of individual aircraft, thetotality of the traffic handled at any given point, or in anyarea, is compatible with the capacity of the ATC system. Theterm ATC capacity reflects the ability of the ATC system orany of its subsystems or operating positions to provideservice to aircraft during normal activities, and is expressedin numbers of aircraft entering a specified portion of theairspace in a given period of time. The maximum peakcapacity which may be achieved for short periods may beappreciably higher than the sustainable capacity. ATFMsupports ATC in meeting its main objectives of preventingcollisions between aircraft, expediting and maintaining anorderly flow of air traffic, as well as of achieving the mostefficient utilization of available airport and airspace capacity.Before starting the development process of the public airtransport control and diagnostic system, passengers andmaintenance personnel needs were analysed. Some of theseneeds were:

*modularity and flexibility of different software

and hardware solutions,

*reducing causes of vandalism acts,

*introduce "black box" functionality into thecontrol system,

*integrated passenger on-board and depotinformation system,

*system compatibility with other public transport,and

*rapid timetable deviation and expertmodel-based fault analyses.

IEEE A&E SYSTEMS MAGAZINE, JUNE 2009 333

Authorized licensed use limited to: Technical University of Ostrava. Downloaded on September 18, 2009 at 07:09 from IEEE Xplore. Restrictions apply.

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Fig. 1. The virtual server ATN management support

NETWORK MANAGEMENT FOR THE NEWNETWORK SERVICE PARADIGM

Encounters between the two paradigms have been one ofthe driving forces behind several important technicaldevelopments in late 1 990s, voice-over IP, and NextGeneration Network (NGN), to name a few. The same is truefor network management, whose aim is to achieve highreliability and accountability of network operations andservices through the use of Network Management System(NMS). In the early stages of the ATN, there was fairly clearseparation between the ATN and telecommunication, both interms of technologies and management responsibilities. Themajority of traffic was still voice and the telecommunicationnetwork provided a WAN infrastructure, upon which theATN was built as an overlay.

With the growth of the ATN, the volume of data trafficsurpassed that of voice traffic and it has become common tobuild an all ATN-based backbone network, which is overlaiddirectly on SONET or Wavelength Division Multiplexing(WDM). These two networking paradigms - ATN and thetelecommunication network - will merge into a newtelecommunication infrastructure.

The future telecommunication service environment willlook like a virtual network server, which consists of a set ofapplication-specific servers running on ATN-based applicationprotocols interconnected by a high-speed all optical network.The virtual server provides access to actual servers andservice/network management support; see Figure 1.

In this new paradigm, network/service management itselfis a service, provided by a set of specialized servers. Thoughit resembles the ATN, this new telecommunication mustprovide good characteristics as found in today'stelecommunication network, i.e., high reliability anduniversal availability.

Network management is one of the key technologiesneeded to fulfill the requirements. In other words, a newparadigm for network management is also needed, in order toaddress the requirements arising both from the ATN side andthe telecommunication side of the new telecommunication

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infrastructure. In particular, the new network managementparadigm will incorporate the ATN management frameworkconsisting of related standards, along with thetelecommunication management framework, notablyTelecommunication Management Network (TMN) standardsfrom ITU-T.

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34 IEEE A&E SYSTEMS MAGAZINE, JUNE 200934


The active policy augments the network intelligence ofnetwork Operation Support System (OSS) by adding moreintelligent behavior at the service management layer.

Safety EnhancementsProviding internet access to airplanes when they are

airborne opens up many possible service opportunities. Someare related to flight security and some are commercial innature. Below is a list of possible service features that can bedeployed in an internet-enabled airplane:

using the internet access gateway as a beacondevice -

when an airplane is airborne, it is very importantfor the administration to keep track of theposition of the airplane. Typically, air trafficcontrol keeps track of the flight position usingtransponders that detect a radio signal from theair route traffic control center or terminal radarcontrol centers and respond with an amplifiedsignal specifying crucial flight data includingflight speed and height information. Althoughthis system works efficiently, it is possible toturn off the transponder with the existingimplementation. In fact, the pilot activates thetransponder once the flight is airborne. Thisposes serious security threats as a hijacker,knowing the mechanism, can turn off thetransponder and break communication betweenthe ground station and the airborne flight,

*download of flight critical data in real-time -

the black box plays an important role inretrieving important data from a crashedairplane. A black box constitutes two parts:

- cockpit voice recorder (CVR), and- flight data recorder (FDR).

As the name suggests, the CVR unit records the voiceactivity inside the cockpit and the FDR records the trivialdata (like flight speed, altitude, temperature, etc.) related tothe flight. Most of the black boxes used in today's airplanesare either made of magnetic tapes or solid-state memoryboards. The magnetic tape based black boxes are beingphased out and most of the solid-state memory board-basedblack boxes. With the existing computer hardwaretechnology, it is possible to use a high capacity storagedevice within the airplane. This storage device can beconnected to a server and also to the traditional blackbox/sensor network. One of the main advantages of using aserver with the storage device attached is that the server canmirror all flight data to the ground station in real-time. Thishelps the ground station monitor the flight status/health andassist the flight crew in disaster situations,

*real-time video surveillance -

flight safety is one of the most widely discussedtopics in the aviation industry. With the existingvideo compression standards, it is possible totransmit the video signals to the ground stationin real-time. This enables the ground station tomonitor the in-flight activities during abnormalsituations and make appropriate decisions. Thisalso helps the ground crew be prepared in thecase of medical emergencies,

*remote controlling -

in remote situations where the flight crew iscompromised or is unable to control the flightdue to some unforeseen reasons, the groundstation could enable remote controlling of theflight so that the flight could be landed safety onthe ground. This feature will be helpful in theevent of hijacks or medical emergencies.

AVIATION SECURITY REQUIREMENTS

Along with safety, the avionics subsystem must alsopossess sufficient security provisioning for a successfuldeployment. Adoption of open standards for data networkshas further increased the security concemns. In addition, caremust be taken about security requirements while achievinginteroperability between various systems within the airplane.

In any network system, there are three basic securityrequirements that need to be addressed. They areconfidentiality, authentication, and integrity. Dataconfidentiality ensures the privacy of end-users and protectstheir data from spoofing. Similarly, data integrity ensures thatthe data sent by the end-user is not modified by anymalicious element in the network. Authentication is one ofthe most important factors in network security as it controlsaccess to the network resources. Authentication ensures thatonly valid users have access to the network resources.

In addition to the above requirements, an airplane networkneeds additional security in termns of separation betweenvarious network segments. The control network has to beprotected from unauthorized access. This requires the controlnetwork to be separated from the passenger network. Also, thepassenger network resource usage needs to be monitored andcontrolled, which requires the passenger network to beconnected to a gateway that performs both monitoring andcontrolling functions, in addition to providing Internet access.

Security IssuesThe security issues involved with airplane networks can be

broadly classified into two categories:

* external, and

* internal.



The external security issues are mostly related to theexternal link connecting the airplane network with the groundstation and to the protocol used to provide mobility support.The airplane network could be connected to the groundstation by either satellite links or wireless links, depending onthe location of the airplane. While the airplane is airborne, itcould use either a satellite link or terrestrial link to connect tothe ground station. If the airplane is within the range of awireless access point, it could even use wireless media toconnect to the external world. Each of these media hassecurity issues associated with it.

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AVIONICS SUBSYSTEM DESIGN

The main requirements of the avionics subsystems arehigh determinism and low response time. Different layer 2technologies like Ethernet, ATM, and fibre channel could beconsidered to provide such a high determinism and lowresponse time. Ethernet is one of the strongest contenders forconnections between various flight subsystems and is alsomentioned in standards.

Avionics Data Network DesignSecurity and quality of service are the two important

parameters that need to be considered while designing theaviation data networks. The quality of service here does notreflect the quality of service requirements of the end-userapplications, but it represents the requirements of theavionics subsystem itself.

One of the major security requirements of aviation datanetworks is the separation of different network subsystems.An aviation data network could possibly contain three majornetwork segments; namely, a control network, crew network,and passenger network. As the names suggest, the controlnetwork predominantly consists of avionics components.

The crew network is used by the flight crew formonitoring purposes and the passenger network enablesinternet connectivity for the passengers.

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In order to protect the control network from unauthorizedaccess and security attacks, it is necessary that the controlnetwork is separated from rest of the aviation data networks.

The separation can either be logical or physical. Thenetwork activity monitoring/controlling server could be builtin line with an Intrusion Detection System (IDS).

However, unlike normal IDS, the network activitymonitoring/controlling server can make decisions based onthe data feed from many sources including the cabin voicerecorder and surveillance equipment placed at strategiclocations within the flight. The server could potentiallycontrol all of the active forwarding devices. Depending uponthe network activity and the security status of the aviationdata network, the server can reconfigure the active devicesand facilitate control network traffic during emergencysituations.

SYSTEM ATN

The control and diagnostic system is divided into theon-board; see Figure 4. Messages that are transmittedbetween an airplane and the dispatching centre have differentpriority levels. High priority messages should be transmittedimmediately, while others can be transmitted periodically orwhen a connection is possible.

The Diagnostic System has a Hierarchical StructureDifferent diagnostic methods and functions are integrated

into the system, depending on the priority and systemhierarchy level. Functionality of the diagnostic system isdistributed between several devices. The traffic supervisionand maintenance expert system is used in the diagnostic,control, dispatching, economic, and maintenance process. Forexample, some functions of the on-board diagnostic systemare:

" built-in self/tests of the complete airplane,

" event recording, and

" fault detection, presentation, corrective actions,interlocking.

The functions of the maintenance expert system in thedispatching center are:

* support for preventive, corrective, andconditional maintenance,

" analysis of event recorder data and faultdatabase,

* remote diagnostic/fault elimdination via wirelessdata link,

" knowledge-based systems for trouble-shooting,etc.



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Fig. 5. Structure of dispatching center

Behavioural. Analysis of the Tower Controller ActivityThe observation was based on the camera recordings and

the audio of the controller; there were no recordings of thepilots' communication available. The camera was placedslightly aside of the controller, out of his line of sight.

The recording involves two controllers working at thetower control position. The first controller was filmed fromthe beginning of his shift up to the hand off (50 minutes),whereas the following controller was filmed only at thebeginning of his shift (remained 10 minutes).

The amount of collected data for both controllers was notequal; therefore we did not carry out a comparison betweenthe performances of both controllers.

The observation exclusively concerned the behaviouralactivity of the controller. The following activities weredistinguished to describe the controller's performance:

" Window:when the controller was looking outside thewindow in front of his position. As asubcategory there is the usage of binocularsmarked, describing a period when the controlleris supporting vision with binoculars.

" Radar:describes the time when the controller waslooking or manipulating with a radar or screenproviding meteorological information.

* Strips:describe the time when the controller wasscanning, ordering, or writing on the strips.

" Strips delivery:describe the time when the controller was out ofthe working volume, allowing him to scan thewindow in order to provide strips to otherpositions.

" Coordination:describes the activity when the controller

discussed and arranged traffic between theGround control, Supervisors, or Flight DataAssistant.

Clearance:describes issuing clearances. There were twokinds of instructions remarked:- Landing describes issuing instructions for

aircraft that are still airborne ("clear to land"and "continue approach").

- Runway vacated describes issuinginstruction to aircraft that already landed("contact ground").

" Non-active:describes the time when a controller was notoccupied with control activity. Due to low levelof traffic, he was involved in other activities(chatting with others, resting) while remainingin his position.

" We used the Interact software to recordparameters of activities, produce graphicrepresentation of data, and obtain basic statisticanalysis.

For the analysis, the frequency of occurrences andduration of activities were measured. Frequency is calculatedas a total number of occurrences and duration is the time ofthe activity. One occurrence of a particular activity is definedas continuous action without interruption. Any distractionwas treated as the suspension of action and started a newoccurrence. Thbe information provided by radar including thescreen with meteorological conditions for manipulating withstrips required head-down time, whereas looking outside ishead-up activity.

The controller regularly refocuses his vision betweendirect observation at great distance and the radar image onhis desk.

The activity placed in a column will be followed by anactivity placed in a row with the given probability. Thehighest probabilities are highlighted in red. The transitionprobability indicates that the controller was constantlyswitching his attention between the radar, window, and strips.

Additionally, we did not define any special pattern forairborne and landed aircraft as seen from the two last rows ofthe table.

Tracking Requirements forATC Tower AR Environments

The typical taxonomy for tracking is based on technology.There are seven principal categories of tracking technologies.

An appropriate tracking system must meet therequirements of an air traffic control tower. First, thesensitive surveillance and communication equipment in thetower does not allow sources of potentially disturbing

37IEEE A&E SYSTEMS MAGAZINE, JUNE 2009


exogenous signals. Second, the tower personnel must be freeto perform their activities unhindered by the tracking system.For this reason the tracking system must have a naturalsource and be non-intrusive.

A tracking system relies on a source emitting a signalperceived by a sensor. An artificial source may be emitting amagnetic field, rays of light, or sound waves. A naturalsource, on the other hand, may be Earth's field of gravity or asubject's muscles. A natural source tends to be permanentand omnipresent and is therefore accepted in the tower.

An implementation of mechanical tracking would be aso-called "boom," which is a cantilever-mounted displaytracking the user's field of view (FOV). Due to its large formfactor, this must be considered as too intrusive.Body-mounted exoskeletons cannot convey orientationunless all joints from the feet and up are implemented. Inaddition to being inarguably intrusive, the tracking systemmust be accompanied by extra sensors for orientation, aset-up which is rather to be considered as a hybrid system. Ifthe intrusiveness criterion were relaxed to allow smallsensors on the body, inertial tracking could have beenconsidered, but inertial tracking exhibits drift, poorsignal-to-noise ratio (SNR) at low motion frequencies, andcan only provide relative positioning.

With operational events of air traffic, the process loses itsability to ensure ATC requirements and traffic volumes canexceed capacity levels. In such situations, en-routecontrollers change their opening scheme configuration andmay require the CFMU to activate some constraints on somespecific flows. There is a trade-off between under-use ofsystem resources (i.e., keeping margin in occupancy rate) andreal-time constraint satisfaction (i.e., real air trafficcompatible with ATC needs).

Ad-hoc events

Air rfficCurrent

Operations

Fig. 7. Airline operation effect on ATFM

Previous description is depicted in Figure 6, now there aretwo important remarks:

Air TafficCurrentRegutionAir Traffi(

Fig. 6. Current implementation of ATFM

Air Traffic Flow Management Pre-Tactical PlanningBalancing in the European ATM system consists in

ground delay programs, aircraft may be affected byregulation delay at departure airports in order to satisfycapacity constraints of arrival airport and airspace sectorsthroughout the trajectory. The Central Flow ManagementUnit, located in Brussels, uses the flight plans alreadysubmitted to measure magnitudes of traffic volumes in thesystem then generates the required amounts of delay.

Flight plans are submitted at least three hours before theestimated off-block time, when regulation starts at about twohours before off-block time, the required delay iscontinuously (i.e., periodically) updated according to theglobal air traffic demands and the capacity limitationsactivated by ATC.

Priority is given to the first aircraft planned to enter thesector, as equity suggests.

38

" Perturbations are not independent from the inputsignal, and

" Regulation is made on the basis of flight plansalready submitted, under assumption that flightsare all on time (or have negligible delays).

The primary purpose of aircraft operations control is toensure the optimum operation of flights planned for a certaindefined period ahead of departure and until their completion,and to coordinate with all concerned, and, finally, todisseminate information about any measures taken in case ofirregularities. Within an airline organization, this centralizedfunction is carried out by the Airline Operations Center(AOC) and its main objectives are: to keep the flight programas close as possible to the published schedule; and minimizethe effects of any irregularities in accordance with companypolicy. In so doing, the AOC will keep the variousoperational departments concerned informed about themovement of aircraft, e.g., flight operations, engineeringcontrol, passenger, and airport.

Accurate and timely information concerning aircraftdepartures and arrivals, and variations to the planned flightprograms, such as delays, diversion, cancellations, reroutings,and change of aircraft type, will enable the operationaldepartments to coordinate their activities in the best interestsof airline customers, thereby enhancing flight safety,punctuality and regularity, and reducing costs.

To control effectively a large fleet of aircraft for aworldwide operation is a very complex undertaking. Today,computerized systems process and organize the immense

IEEE A&E SYSTEMS MAGAZINE, JUNE 2009


amount of data involved and provide the Airline OperationsCenters with a better knowledge of the total situation and thelibely consequences involved. As a result, this improves theoperational decision-making process which, in turn, cancontribute significantly to efficiency and profitability ofairline operations.

Fig. 8. Proposed design for ATFM

As depicted in Figure 7, dispatchers in airline operationcenters use aircraft which may be delayed because of somead-hoc event, in order to recover the nominal schedule ofservices or reduce the costs of irregularities. This dynamicchange in demand, depending on the real state of air traffic isnot considered in the current ATFM implementation, so it's asupplementary perturbation to regulation output. Notice thatad-hoc events in Figure 7 can be supposed to be independentof the system input.

Better regulation can be achieved by pre-filtering airtraffic demand. The pre-filter has the duty to anticipateshort-time change in flight times from the current state of airtraffic, which allows getting reliable information about sectorloads during the stage of regulation.

Uncertainty is inherent in Air Traffic Management, if it'simpossible to foresee an aircraft failure or to prevent badmeteorological conditions, delays spoiling the series offlights because of propagation and airline operational controlpolicies can be estimated by modelling the behavior ofdispatchers. The role of the pre-filter is to compensate thedisruptions resulting from 0CC tactical actions.

Because of the complexity of this task, we restrict thescope to the phenomenon of delay propagation throughoutthe daily schedule of an aircraft, as follows.

By analogy with updating flight strips once aircraft areairborne, which have been adequately fulfilled, it's plausibleto extend the range of update beyond next ground operationsif we get the necessary pieces of information. It is not quiteas accurate as current strip update, because taxi time issomewhat variable and the ground block span may contain amargin used as an absorber in regard to delay. But even so,confidence intervals can be provided as prediction inference.

Pre-filtering needs to have knowledge of the allocationbetween aircraft and flights, flights A and B of Figure 9

relate to the same plane. It's a pity that flight plans mentioncall signs with aircraft types but no information about aircrafttail numbers. Since that's how it is, airlines are able tosubstitute for aircraft of the same type in order to minimizethe costs of delays without filing new flight plans,imperiously three hours before the estimated off-block times.A peaceful way to undertake this problem consists in tryingto match the flights accomplished by the same aircraft on thebasis of flight plans data.

For the purpose of clarity, we are going to provide a realexample of pre-filtering based on coupling departure witharrival flights. However the general inference processremains beyond the scope of this paper, as mentioned before,because of the diversity of phenomena, airlinescharacteristics, and behaviors. This matter is still underinvestigation.

Flight A

Landing In block

Flight B

Off block Take off

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Fig. 9. Aircraft lifecycle

CRISIS MANAGEMENT

Security and crisis management issues are of paramountimportance for the success of human events. Citizen'sconfidence level, as far as the ability of organizers to providesecurity is concerned, is a factor directly impacting theirpresence. Considering the success of air transport eventsdepends, to a great extent, on the security level provided,automated systems for crisis prevention and management areexpected to have wide application. Air transport-relatedcrimes, however, require sophisticated plans. Managing crisissituations during large scale air transport events means toadopt an integrated system which incorporates intelligentaccess control and spectator tracking systems.

Modem biometric technologies provide enhanced securitylevels by introducing a new dimension in the authenticationprocess called "proof by property." However, the design anddeployment of a security architecture incorporating biometrictechnologies hides many pitfalls, which when underestimatedcan lead to major security weaknesses. Although biomnetricshave been deployed in pilot systems for protecting access toair transport events in the past, no integrated solution hasbeen proposed taking into account the related securitystandards and no complete studies have ever proven thebenefits of such deployments.

Intelligent Access Control SystemThe basic component of the system is the biometric access

control system for the access control of spectators and



accredited persons. This system minimizes security risks andoffers the possibility to intelligently control the throughputrate, the stadium completeness, monitor the movement ofspectators and accredited persons within the stadiumpremises, and remotely control the gates. The strength of thesystem is centered on the indubitable biometric identificationmethod (fingerprint scanning), complemented by the ease ofuse offered by the RFID technology and the portabilityresulting from the use of already available mobilecommunications infrastructures (GSM, GPRS, or WiFi). Thesmart card is used not only to secure access to physicalresources, but also to store data about the cardholder as wellas a limited set of critical medical information (EmergencyData Set) or provide the key to access information stored in aremote database. The RFID smart card is also deployed formonitoring the statistical movement of the spectatorsbetween specific zones, for tracking patterns that may betranslated to crisis signs (e.g., mass movement betweenspecific areas) and submit the appropriate alerts to theCoordination Centre.

CONCLUSION

Policy-based management is likely to serve as a keyintegration technology for end-to-end ATN management andalso for telecommunication network. Activity policy is arelatively new research area, which is to be explored in thecoming years.

The new system gives the following advantages:

" many functions can be integrated into themulti-processor system for optimumcost-effectiveness,

" modular design allows flexible addition ofcomponents with minimum expense for extrahardware or software,

" redundancy can be incorporated simply andinexpensively, and

" high reliability.

Data network-enabled aircrafts have opened up a new setof service opportunities. At the same time, they have alsointroduced several security threats that need to be addressed.These security threats can originate from outside the airplaneor from within the plane. Policy-based management is likelyto serve as a key integration technology for end-to-end ATNmanagement and also for telecommunication networks.Activity policy is a relatively new research area, which is tobe explored in the coming years.

Biometrics security system enabled air transport haveopened up a new set of service opportunities. At the same

time, they have also introduced several security threats thatneed to be addressed. These security threats can originatefrom outside the airplane or from within the plane.

The chosen method of measurement is as follows:Narrowband measurements (within one 8.33 kHz channel)from base band LF audio to base band LF audio will bepursued. Pre-computed measurement signals (maximumlength sequence, chirp,) will be transmitted half-duplex inboth directions (uplink and downlink) and recorded on thereceiver side. The measurements will be post-synchronizedthrough parallel recording of the transmitted and receivedsignal and a highly accurate 1 PPS (one pulse per second)GPS synchronization signal.

Even though this approach will not deliver results asaccurate as wideband channel sounding could, it is themethod of choice. Wideband channel sounding wouldotherwise require a set-up that is large and complex, that isvery expensive, and that occupies a frequency bandwidthwhich is virtually unfeasible in the VHF band.

Data network enabled aircrafts have opened up a new setof service opportunities. At the same time, they have alsointroduced several security threats that need to be outside theairplane or from within the plane.

REFERENCES

[1] Ragothaman, V., Thanthry, N., Bhagavathula, R. and Pendse, R..IP Connectivity and DAP,

In the Proceedings or 2 3 ý~ Digital Avionics SystemConference, Salt Lake City, Utah, October 2004.

[2] Volner, R. and Boreg, P.,ATN Networking - Policy based Management for Enterpriseand Carrier,

Poster Abstract of the 27' International Conference onInformation Technology Interfaces FF1 2005,CavtatlDubrovnik, Croatia, June 2005, pp. 37-38,ISBN 953-7138-04-6

[3] Volner, R.,Aviation Data Networks -New Avenues for Flight Safety, SecurityIssues and Network Architecture,

Poster Abstract of the 2 7' International Conference onInformation Technology Interfaces ff1 2005,Cavtat/Dubrovnik, Croatia, June 2005,pp. 35-36, ISBN 953- 7138-04-6

[4] Thanthry, N. and Pendse, R.,Aviation Data Networks Security Issues and Network Architecture,

In the Proceedings of 39' International Carnahan ConferenceOn Security Technology,Albuquerque, New Mexico, October 2004.

[5] Dimitriadis, C. and Polemi, D.,Biometrics - Risks and. Controls,

Information Systems Control! Journal (ISA CA),Vol. 4., (2004), 4 1-43. A



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