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nuckolls.bob(at)aeroelect
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 Posted: Mon May 18, 2015 10:58 am Post subject: Level A software . . . |
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At 06:33 PM 5/16/2015, you wrote:
--> AeroElectric-List message posted by: Joe Motis <joemotis(at)gmail.com>
This question is for Bob-
In the news today it is being reported that a passenger hacked in to
the planes flight controls and made changes, using the entertainment
system network.
Wait and see what is reported when the
story is determined to be without merit.
If it smacks of crisis/evil then there's
a mad dash to the tv cameras and word processors
to be 'first'. This is why 99 plus % of all
'crisis flavored' news releases are tiny bits
of fact inflated with lots of floobydust.
Software driven airborne management systems
are subject to a host of robustness tests
and failure modes analysis in the process
of achieving permission to fly. This is
especially true of Level A software.
DO-178 Level E: Crew doesn't give a
rat's rear end and may not even be aware
of the failure to perform . . . like
entertainment systems and coffee makers
in the cabin.
Level D: Crew knows that the thing crapped
and makes plans to write up the squawk . . .
after the next cup of coffee.
Level C: Crew has to react to the failure
in a manner that represents a small increase
in workload but presents no hazard to airframe
or passengers.
Level B: Crew sits upright in seats and gets out
the checklist for implementing plan-B. There
is significant influence on workload but easily
managed to mitigate any hazards to airframe
or passengers.
Level A: The wings fall off . . . or some such.
Software with potential for extreme hazard
has qualification protocols that drive
people-hours for qualification 5 to 10 times
greater than what is needed to write the software
in the first place. NOBODY would be allowed to
load critical software on an aircraft with a
vulnerability suggested by the so-called 'news
report'.
The claim that a 'port of entry' even exits
is floobydust. The idea that some yahoo with
a laptop would have intimate knowledge of the
communications protocols to 'tinker' with
behaviors is laughable.
Too many of our lesser informed citizens are
intellectually crippled when some TV drama spook
sits in his living room with a laptop and brings
down the national power grid. They're unable to
separate real life from Hollywood imaginations.
Too many of those sad creatures hold microphones
in front of tv cameras.
When the 'story' proves vaporous, the last
thing any of those folks will do is get back
in front of the camera to correct the error.
Bob . . . [quote][b]
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joemotis(at)gmail.com
Guest
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| Posted: Mon May 18, 2015 12:15 pm Post subject: Level A software . . . |
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Thank you Bob..
On Mon, May 18, 2015 at 11:56 AM, Robert L. Nuckolls, III
<nuckolls.bob(at)aeroelectric.com> wrote:
| Quote: | At 06:33 PM 5/16/2015, you wrote:
This question is for Bob-
In the news today it is being reported that a passenger hacked in to
the planes flight controls and made changes, using the entertainment
system network.
Wait and see what is reported when the
story is determined to be without merit.
If it smacks of crisis/evil then there's
a mad dash to the tv cameras and word processors
to be 'first'. This is why 99 plus % of all
'crisis flavored' news releases are tiny bits
of fact inflated with lots of floobydust.
Software driven airborne management systems
are subject to a host of robustness tests
and failure modes analysis in the process
of achieving permission to fly. This is
especially true of Level A software.
DO-178 Level E: Crew doesn't give a
rat's rear end and may not even be aware
of the failure to perform . . . like
entertainment systems and coffee makers
in the cabin.
Level D: Crew knows that the thing crapped
and makes plans to write up the squawk . . .
after the next cup of coffee.
Level C: Crew has to react to the failure
in a manner that represents a small increase
in workload but presents no hazard to airframe
or passengers.
Level B: Crew sits upright in seats and gets out
the checklist for implementing plan-B. There
is significant influence on workload but easily
managed to mitigate any hazards to airframe
or passengers.
Level A: The wings fall off . . . or some such.
Software with potential for extreme hazard
has qualification protocols that drive
people-hours for qualification 5 to 10 times
greater than what is needed to write the software
in the first place. NOBODY would be allowed to
load critical software on an aircraft with a
vulnerability suggested by the so-called 'news
report'.
The claim that a 'port of entry' even exits
is floobydust. The idea that some yahoo with
a laptop would have intimate knowledge of the
communications protocols to 'tinker' with
behaviors is laughable.
Too many of our lesser informed citizens are
intellectually crippled when some TV drama spook
sits in his living room with a laptop and brings
down the national power grid. They're unable to
separate real life from Hollywood imaginations.
Too many of those sad creatures hold microphones
in front of tv cameras.
When the 'story' proves vaporous, the last
thing any of those folks will do is get back
in front of the camera to correct the error.
Bob . . .
|
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http://www.matronics.com/Navigator?AeroElectric-List |
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