|
 In theory, the same vulnerability could have been used by an
attacker in a deliberate shut-down, the experts said, though two
people familiar with the incident said it would be difficult to
replicate the exact conditions.
The error blanked out a broad swath of the southwestern United
States, from the West Coast to western Arizona and from southern
Nevada to the Mexico border.
As aircraft flew through the region, the $2.4 billion system made by
Lockheed Martin Corp, cycled off and on trying to fix the error,
triggered by a lack of altitude information in the U-2's flight
plan, according to the sources, who were not authorized to speak
publicly about the incident.
No accidents or injuries were reported from the April 30 failure,
though numerous flights were delayed or canceled.
Lockheed Martin said it conducts "robust testing" on all its systems
and referred further questions about the En Route Automation
Modernization (ERAM) system to the Federal Aviation Administration.
FAA spokeswoman Laura Brown said the computer had to examine a large
number of air routes to "de-conflict the aircraft with
lower-altitude flights".
She said that process "used a large amount of available memory and
interrupted the computer's other flight-processing functions".
The FAA later set the system to require altitudes for every flight
plan and added memory to the system, which should prevent such
problems in the future, Brown said.
COMPLEX FLIGHT PLAN
When the system went out, air traffic controllers working in the
regional center switched to a back-up system so they could see the
planes on their screens, according to one of the sources.
Paper slips and telephones were used to relay information about
planes to other control centers.
The ERAM system failed because it limits how much data each plane
can send it, according to the sources. Most planes have simple
flight plans, so they do not exceed that limit.
But a U-2 operating at high altitude that day had a complex flight
plan that put it close to the system's limit, the sources said.
The plan showed the plane going in and out of the Los Angeles
control area multiple times, not a simple point-to-point route like
most flights, they said.
The flight plan did not contain an altitude for the flight, one of
the sources said. While a controller entered the usual altitude for
a U-2 plane - about 60,000 feet - the system began to consider all
altitudes between ground level and infinity.
The conflict generated error messages and caused the system to begin
cycling through restarts.
"The system is only designed to take so much data per airplane," one
of the sources said. "It keeps failing itself because it's exceeded
the limit of what it can do."
CYBER ATTACK CONCERN
The sources said the circumstances would be difficult for an
attacker to mimic, since they involved a complex flight plan, an
altitude discrepancy and an input from the controller that added to
the flight plan data.
Former military and commercial pilots said flight plans are
generally carefully checked and manually entered into the air
traffic control computers, which are owned by the FAA.
"It would be hard to replicate by a hostile government, but it shows
a very basic limitation of the system," said a former military and
commercial pilot.
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Cyber-attacks on aviation have been an area of increased concern for
intelligence officials, who said earlier this year they will set up
a new center in Maryland for sharing information on detected and
possible threats. Security experts said that from the description
by insiders, the failure appeared to have been made possible by the
sort of routine programming mistake that should have been identified
in testing before it was deployed.
"That's when you put in values anywhere that a human could put in a
number, like minus one feet, or a million feet, to see what that
would do," said Jeff Moss, founder of the Black Hat and Def Con
security conferences and an advisor to the Department of Homeland
Security.
While it might be logical to limit the amount of data associated
with one flight plan, anything exceeding that amount should not be
able to render the system useless, they said.
Though they welcomed the FAA's assurance that a fix was being rolled
out, they said the incident suggested that similar failures could be
found.
"If it's now understood that there are flight plans that cause the
automated system to fail, then the flight plan is an 'attack
surface,'" said Dan Kaminsky, co-founder of the White Ops security
firm and an expert in attacks based on over-filling areas of
computer memory.
"It's certainly possible that there are other forms of flight plans
that could cause similar or even worse effects," Kaminsky said.
"This is part of the downside of automation."
Moss said many hackers have been studying aspects of a new $40
billion air traffic control system, known as NextGen, which
encompasses ERAM, including its reliance on Global Positioning
System data that could be faked.
At least two talks at this summer's Def Con will look at potential
weaknesses in the system.
"It's very over-budget and behind schedule, so it doesn't surprise
me that it's got some bugs - it's the way it presented itself"
that's alarming, Moss said.
But air traffic controllers and pilots said ERAM is a vast
improvement over past systems and that it is needed to fit growing
plane traffic into the airspace safely.
Nate Pair, president of the Los Angeles Center for the National Air
Traffic Controllers Association, said it was remarkable that ERAM
was restored less than an hour after the outage, limiting the effect
on travelers.
"We were completely shut down and 46 minutes later we were back up
and running," Pair said.
"That could have easily been several hours and then we would have
been into flight delays for days because of the ripple effects."
(Reporting by Alwyn Scott and Joseph Menn; Editing by John Pickering
and Sophie Hares)
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