softwalls, e. a. lee 1 preventing the use of commercial aircraft as weapons edward a. lee professor,...
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Softwalls, E. A. Lee 1
Preventing the use of Commercial Aircraft as Weapons
Edward A. LeeProfessor, EECS, UC Berkeley
with Xiaojun Liu, Adam Cataldo
Institute of Transportation Studies SeminarFebruary 8, 2002
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Softwalls, E. A. Lee 2
A Lethal Weapon?
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Softwalls, E. A. Lee 3
Need to Shield
• Major cities• Government centers• Chemical and nuclear plants• Military installations• Critical infrastructure
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Softwalls, E. A. Lee 4
Softwalls
• Carry on-board a 3-D database with “no-fly-zones”
• Enforce no-fly zones using on-board avionics (aviation electronics)
• Non-networked, non-hackable
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Softwalls, E. A. Lee 5
Normal responsepilot steering control.
Biasing Pilot ControlWhile Maintaining Responsivity
p ilo t'sdes iredd/d t
ac tua ld/d t
R igh t
R igh t Le ft
M
M M
nob ias
M
Le ft
= heading angled/dt = rate of change of headingM = maximum rate of change
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Softwalls, E. A. Lee 6
Bias the aircraft to the right.
Biasing Pilot ControlWhile Maintaining Responsivity
p ilo t'sdes iredd/d t
ac tua ld/d t
R igh t
R igh t Le ft
M
M M
nob ias
M
Le ft
= heading angled/dt = rate of change of headingM = maximum rate of change
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Softwalls, E. A. Lee 7
Biasing Pilot ControlWhile Maintaining Responsivity
Bias of –M allows the plane to turn only to the right.
p ilo t'sdes iredd/d t
ac tua ld/d t
R igh t
R igh t Le ft
M
M M
M
Le ft
b ias = M
= heading angled/dt = rate of change of headingM = maximum rate of change
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Softwalls, E. A. Lee 8
Biasing Pilot ControlWhile Maintaining Responsivity
Bias of –3M/2 forces the plane to turn to the right at least at half the maximum rate of change of heading. p ilo t's
des iredd/d t
ac tua ld/d t
R igh t
R igh t Le ft
M
M M
M /2
M /2
b ias = 3M /2
M
Le ft
= heading angled/dt = rate of change of headingM = maximum rate of change
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Softwalls, E. A. Lee 9
Objective is to allow the pilot maximum latitude subject to no-fly zone restriction
Responsivity
Responsivity of 1 ensures that aircraft dynamics appear normal, and the bias feels like an external force.
p ilo t'sdes iredd/d t
ac tua ld/d t
R igh t
R igh t Le ft
M
M M
M
Le ft
respons iv ity = s lope
= heading angled/dt = rate of change of headingM = maximum rate of change
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Softwalls, E. A. Lee 10
Sailing Analogy – Weather Helm
force of the wind on the sails
turned rudder keeps the trajectory straight
with straight rudder
with turned rudder
Even with weather helm, the craft responds to fine-grain control as expected.
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Softwalls, E. A. Lee 11
A Preliminary CandidateControl Strategy
due to Xiaojun Liu
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Two-Dimensional Aircraft Model
• speed s• position p• heading • time t
( ) ( ( ) cos( ( )), ( ) sin( ( )))p t s t t s t t
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Criticality – Time to Wall
• Measure of time to wall in the worst case (most uncooperative pilot)
• Assumes the pilot turns toward thewall at themaximumrate
No-FlyZone
c = d /v
c = /2 /M +(d-rm in )/v
c = /M
rm in
rm in
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Maximally Uncooperative Pilot
• Assume = 0 is heading towards the wall
• This pilot steers maximally towards the wall
T
T
M
M
pilotcontrol
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Bias from Criticality-Based Controller
• If time to wall is less than /M, the bias rises– at the wall, heading away is OK
• At 2/M it saturates.– still can avoid wall with half-
maximum turn.
bias
3M /2
/M2/Mc(x, )
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Simulation Model
aircraft model
criticality calculation
pilot model
bias control
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Softwalls, E. A. Lee 17
Simulation – Maximally Uncooperative Pilot
Assumptions (pulled out of a hat):
• speed: 0.1 miles/sec = 360 miles/hour• M: 2/20 radians/sec• min turning radius: speed/M = 0.32 miles
pilot turns towards the wall
the w
all
bias starts, pilot counteracts
pilot controls saturate
pilot regains steeragetowards wall
nautical miles
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Related Methods
• Ground proximity warning systems• Automatic ground avoidance systems• TCAS & ACAS – collision avoidance• Potential field methods for air-traffic control
Honeywell TCAS
Rockwell conflict resolution
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Objections
• Reducing pilot control is dangerous– reduces ability to respond to emergencies
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Is There Any Aircraft Emergency Severe Enough to Justify Trying to Land on Fifth
Ave?
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Objections
• Reducing pilot control is dangerous– reduces ability to respond to emergencies
• There is no override– switch in the cockpit
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No-Fly Zone with Harsher Enforcement
There is no override in the cockpit that allows pilots to fly through this.
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Objections
• Reducing pilot control is dangerous– reduces ability to respond to emergencies
• There is no override– switch in the cockpit
• Localization technology could fail– GPS can be jammed
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Localization Issues
• GPS• Inertial navigation
“Localization” is the technology for reliably and accurately knowing the location of an object.
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Objections
• Reducing pilot control is dangerous– reduces ability to respond to emergencies
• There is no override– switch in the cockpit
• Localization technology could fail– GPS can be jammed
• Deployment could be costly– how to retrofit older aircraft?
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Deployment
• Fly-by-wire aircraft– a software change
• Older aircraft– autopilot level
• Phase in– prioritize airports
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Objections
• Reducing pilot control is dangerous– reduces ability to respond to emergencies
• There is no override– switch in the cockpit
• Localization technology could fail– GPS can be jammed
• Deployment could be costly– how to retrofit older aircraft?
• Deployment could take too long– software certification
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Not Like Air Traffic Control
This seems entirely independent of air traffic control, and could complement safety methods deployed there. Self-contained on a single aircraft.
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Objections
• Reducing pilot control is dangerous– reduces ability to respond to emergencies
• There is no override– switch in the cockpit
• Localization technology could fail– GPS can be jammed
• Deployment could be costly– how to retrofit older aircraft?
• Deployment could take too long– software certification
• Fully automatic flight control is possible– throw a switch on the ground, take over plane
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UAV Technology(Unoccupied Air Vehicle)
e.g. Global Hawk(Northrop Grumman)
Technology Support Working Group (TSWG), office of the Secretary of Defense, has reportedly decided against recommending any partial control approach. Their feeling is that there is only one feasiblestrategy: a single trigger, either on-board or remote control, that wouldassume complete control and take the plane to a safe base.
Northrop Grumman has such a system in the Global Hawk UAV that some believe can be dropped-in to passenger airliners.
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Potential Problems with Ground Control
• Human-in-the-loop delay on the ground– authorization for takeover– delay recognizing the threat
• Security problem on the ground– hijacking from the ground?– takeover of entire fleet at once?– coup d’etat?
• Requires radio communication– hackable– jammable
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Open Questions
• Technical issues– Geometry constraints on no-fly zones?– Can localization without GPS be accurate
enough?– Can the database be secure?– Can areas near urban airports be protected?– How to prove safety?– Robustness with partial system failures?
• Policy issues– Definition of no-fly zones– Centralized vs. decentralized control
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Acknowlegements
• Adam Cataldo• David Corman (Boeing)• Peter Huber (Forbes Magazine)• David Lee• Xiaojun Liu• Per Peterson• Shankar Sastry• Claire Thomlin• Don Winter (Boeing)• Paul Yang
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Discussion
• Absent terrorism, does this make flying safer?• Is it better to have F-16’s enforcing no-fly
zones?• Are pilots willing to give up some control?• Can the technique be phased in?• Are there other, simpler approaches?• …