International Telemetering Conference Proceedings / November 04-07, 1991 / Riviera Hotel and Convention Center, Las Vegas, Nevada / A Remote Telemetry Station (RTS) was developed to support Boeing’s requirement to relocate its flight test telemetry range away from Seattle, Wa. As requirements to relocate the test range were investigated high level requirements were documented and various approaches were evaluated. The end result of the analysis and requirements definition was the procurement of the Remote Telemetry Station (RTS). The RTS is capable of supporting many sites, tracking and receiving up to 1024 Kbits/sec of telemetry data, providing fully redundant two-way radio communication in the UHF and VHF bands, linking all the data back to Seattle and appearing transparent to the users. The RTS was designed and developed by a Boeing/Veda Incorporated team. The end result of this joint design and development effort is a system that meets all Boeing requirements in a highly integrated, extremely efficient, and very flexible package providing for growth through the year 2000.

Despite increased awareness of threats against Critical Infrastructure (CI), securing of Supervisory Control and Data Acquisition (SCADA) systems remains incomplete. The majority of research focuses on preventative measures such as improving communication protocols and implementing security policies. New attempts are being made to use commercial Intrusion Detection System (IDS) software to protect SCADA systems. These have limited effectiveness because the ability to detect specific threats requires the context of the SCADA system. SCADA context is defined as any information that can be used to characterise the current status and function of the SCADA system. In this thesis the standard IDS model will be used with the varying SCADA data sources to provide SCADA context to a signature and anomaly detection engine. A novel addition to enhance the IDS model will be to use the SCADA data sources to simulate the remote SCADA site. The data resulting from the simulation is used by the IDS to make behavioural comparison between the real and simulated SCADA site. To evaluate the enhanced IDS model the specific context of a water and wastewater system is used to develop a prototype. Using this context it was found that the inflow between sites has similar diurnal characteristic to network traffic. This introduced the idea of using inflow data to detect abnormal behaviour for a remote wastewater site. Several experiments are proposed to validate the prototype using data from a real SCADA site. Initial results show good promise for detecting abnormal behaviour and specific threats against water and wastewater SCADA systems.

Orientadores: Paulo Augusto Valente Ferreira, Ely Carneiro de Paiva / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Eletrica e de Computação / Made available in DSpace on 2018-08-04T03:59:44Z (GMT). No. of bitstreams: 1 Faria_BrunoGuedes_M.pdf: 2340545 bytes, checksum: 440ff7a9aa46f5a39514e81423363750 (MD5) Previous issue date: 2005 / Resumo: Nos últimos anos tem-se observado um crescente interesse de empresas e instituições de pesquisa pelo desenvolvimento de veículos robóticos, dotados de diferentes níveis de capacidade de operação autônoma, objetivando a execução de diversas tarefas. Dentro deste contexto o CenPRA, Centro de Pesquisas Renato Archer, propôs o Projeto AURORA. O Projeto AURORA (Autonomous Unmanned Remote mOnitoring Robotic Airship) tem como seu principal objetivo o desenvolvimento de protótipos de veículos aéreos tele-operados, e a obtenção de veículos telemonitorados, através do desenvolvimento de sistemas com graus de autonomia crescentes. Para que se possam agregar níveis crescentes de autonomia ao veículo, é essencial incrementar seu sistema de controle e navegação de maneira gradativa. Por esse motivo o aprimoramento das estratégias de controle do sistema é essencial. Assim, é primordial possuir um modelo fidedigno do sistema físico em questão, pois somente dessa forma é possível elaborar leis de controle e testá-las imediatamente em simulação antes de partir para os ensaios práticos no veículo real. Além disso, um modelo adequado é essencial para a simulação do vôo do dirigível de forma a permitir a análise preliminar de seu comportamento diante de uma nova missão. O principal objetivo deste trabalho é a implementação e validação de metodologias para a identificação do modelo dinâmico longitudinal do dirigível. Foram abordadas três metodologias para a identificação do modelo dinâmico do dirigível: a identificação estacionária, que identifica os coeficientes aerodinâmicos do dirigível a partir de um vôo estacionário, a identificação dinâmica, que identifica esses coeficientes e a dinâmica linearizada do veículo a partir de um vôo com entradas de perturbação conhecidas e, finalmente, a identificação por meio de estratégias evolutivas, que procura otimizar alguns parâmetros do modelo dinâmico. As três metodologias foram testadas, validadas e comparadas através de ensaios de simulação, utilizando-se o simulador do dirigível AS800 do Projeto AURORA / Abstract: In recent years many research institutions and companies have been demonstrating a growing interest in the development of unmanned aerial vehicles with different autonomous operation levels in order to allow for the performance of many types of tasks. Within this context, CenPRA (Renato Archer Research Center) proposed the Project AURORA. Project AURORA (Autonomous Unmanned Remote Monitoring Robotic Airship) aims at the development of unmanned airships remotely operated with a view to the creation of an autonomous flight airship by the incorporation of increasing levels of autonomy. In order to increase the vehicle autonomy level, the development of a proportionally enhanced control and navigation systems is essential. It is extremely important to have a very accurate model of the physical airship system, given that this is the only way to design control laws for the vehicle and test them in simulation before performing actual flight tests. Moreover, an accurate model is essential to predict the vehicle behavior in simulation before any real flight demanding a new type of mission. The definition of identification methodologies for the AS800 airship system identification is the main scope of this work. Three methodologies were considered to allow the airship dynamic model identification: stationary identification, which identifies aerodynamic coefficients from stationary stabilized flight conditions; dynamic identification, which identifies these coefficients and the vehicle linear dynamics from the application of known inputs into the system; and, finally, through evolution strategies, which uses an evolutionary approach for the optimization of the aerodynamic coefficients of the dynamic model. All the methodologies were tested, validated and compared through simulation experiments by using the AS800 airship simulator of the Project AURORA / Mestrado / Automação / Mestre em Engenharia Elétrica