Aerospace and Electronic Systems Magazine November 2017 - 32

Datalink Security in LDACS for Air Traffic Management
control plane. Not protecting the control plane leaves a potential security risk open. However, while the integrity protection of control
messages would contribute to the security of the system, it is not obvious whether the absence of this protection introduces new threats to
the system. The dedicated control and common control slots in each
multiframe are primarily used for resource requests and resource allocations to aircraft, which contribute to the medium access-related
part of the system's control data. We assume that tampering with resource management information could lead to availability problems
caused by altered allocations. However, the likelihood and the impact
of such a complex attack, which would have to be based on faked
management information, have not been analyzed so far.

[2]
[3]

[4]

[5]

[6]

CONCLUSION
To protect air traffic management information exchanged via the
aeronautical telecommunications network, multiple levels of security will have to be implemented. LDACS can contribute security
functions in the datalink layer and the physical layer to the defensein-depth of the future aeronautical telecommunications network.
A key finding of this work is that the user plane of the current LDACS protocol design provides sufficient resources to add
security data with acceptable overhead. This is also reflected by
our recommended cybersecurity implementation in the LME and
the subnetwork protocol. We believe that not securing the control
channel does not introduce new threats; however, authentication
and integrity protection of the control data would aid in the detection of attacks and hence potentially improve the system's availability. Future research will be necessary to investigate the threats
in case of an unprotected control channel and to clarify whether
LDACS offers options to secure the control channel with combined control plane and user plane security data.
The way forward leads through the LDACS standardization
effort that has been started by the ICAO communication panel in
late 2016 and is supported by SESAR Project 14, "Essential and
Efficient Communication Navigation and Surveillance Integrated
System." The findings of this article will be provided as input to
these activities.

The research leading to these results has been partially funded by
the fourth civil aviation research program (LUFO IV) of the Federal Republic of Germany in the ICONAV (Integrated COM/NAV
Functionality for Sustainable LDACS Industrialization) project.
We are particularly grateful to Ralph Wernsdorf and Dieter Sörgel from Rohde & Schwarz for their contributions to the ICONAV
project. We also thank Michael Schnell, Daniel Mielke, and Nils
Mäurer from the DLR (German Aerospace Center) and Juan David
Parra from the University of Passau for their helpful comments.

[9]
[10]
[11]

[12]

[13]

[14]

[16]
[17]
[18]

[19]
[20]

REFERENCES

32

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[15]

ACKNOWLEDGEMENTS

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