ACP – SGN4 – FL 0102 AERONAUTICAL COMMUNICATIONS PANEL

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Thoughts on security sunrise and sunset dates

ACP – SGN4 – FL 0102

Aeronautical Communications Panel

Working Group N – Networking

Subgroup N4 Security Services



Bangkok, 12 – 13 November 2003

Agenda Item 6.12: Security Institutional Issues



Thoughts on Security Sunrise and Sunset Dates



Presented by

Alvin H. Burgemeister

B-twelve Associates, Inc.
ICCAIA





Summary

This Flimsy discusses considerations regarding the timing and motivations regarding the introduction of, and equipping with, security provisions for aeronautical communications.

Sunrise and Sunset

The term “Sunset” has been raised numerous times in the ATN security discussions, referring to that date on which a particular region will no longer provide datalink services to an aircraft not equipped to participate in the security functions specified in the ATN SARPs. There is, however, a much larger area that needs to be discussed, which begins at a “Sunrise” date, where the first station (either ground or airborne) is equipped to participate in a particular level of security functionality.

During the “Daylight” time (to carry the metaphor to its illogical conclusion) there will be a mix of stations, both air and ground, that will be either equipped or non-equipped for security functionality. Further, there may be levels of security equipage, depending on any future security provisions that might be specified. It will be essential that communication be allowed between non-secure stations, between secure stations, and between non-secure and secure stations. Until such time as all stations are consistently equipped in a particular state or region (a state that may never be reached in the real world) the appropriate levels of communication must be accommodated.

The Sunset date is therefore that date at which a State or region will no longer provide aeronautical communication services of a particular type—a much more circumscribed definition than that given in the first paragraph and yet perhaps extending beyond just ATN applications.

Motivation

If we assume that stations will be equipped with security functions we must understand that this will only happen if there is value to found for such equipage. Whether the procurement authority for a particular station is an aircraft owner (airline, private, of State), an air navigation service provider (ANSP), or any other stakeholder, that procurement authority must be motivated by a cost/benefit analysis that shows the relative value of that equipage. As with all communication equipage issues, the procurement authority must also be confident that the peer stations will be equipped in a reasonable time. During the “daylight” time an equipped ground station can provide secure communications only with aircraft stations that have security capability. Other communication services must be provided to non-equipped aircraft. Similar, an equipped aircraft may very well fly through regions where the ground stations are not yet equipped and will expect communication service appropriate to the level of equipage available. The level of service will of necessity be of the lowest common level provided by the equipage of the two peer stations.

It is therefore essential that the institutional issue of benefits to be provided by security provisions be developed. Without those benefits, neither the aircraft owners nor the ground station owners will be motivated to equip.

Conclusion

Until such time as another body takes on this task, it is incumbent on ACP WG-N SG-N4 to document the motivating factors for security provision.


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Tags: aeronautical communications, provide aeronautical, panel, aeronautical, communications