{"id":55326,"date":"2020-01-18T00:00:00","date_gmt":"2020-01-17T21:00:00","guid":{"rendered":"https:\/\/prohoster.info\/blog\/blog_prohoster\/mozhno-li-vzlomat-samolyot"},"modified":"2020-02-18T14:03:26","modified_gmt":"2020-02-18T11:03:26","slug":"mozhno-li-vzlomat-samolyot","status":"publish","type":"post","link":"https:\/\/prohoster.info\/sq\/blog\/administrirovanie\/mozhno-li-vzlomat-samolyot","title":{"rendered":"A mund t\u00eb hakerohet nj\u00eb aeroplan?","gt_translate_keys":[{"key":"rendered","format":"text"}]},"content":{"rendered":"

Duke u larguar p\u00ebr nj\u00eb udh\u00ebtim pune ose pushim, a keni menduar ndonj\u00ebher\u00eb mbi sa t\u00eb sigurt \u00ebsht\u00eb kjo n\u00eb bot\u00ebn moderne t\u00eb k\u00ebrc\u00ebnimeve digjitale? Disa aeroplan\u00eb modern\u00eb quhen kompjutera me krah\u00eb, aq i lart\u00eb \u00ebsht\u00eb niveli i infiltrimit t\u00eb teknologjive kompjuterike. Si mbrohen ata nga sulmet? \u00c7far\u00eb mund t\u00eb b\u00ebjn\u00eb pilot\u00ebt n\u00eb k\u00ebt\u00eb rast? Cilat sisteme t\u00eb tjera mund t\u00eb jen\u00eb n\u00ebn k\u00ebrc\u00ebnim? K\u00ebto i diskutoi nj\u00eb pilot aktual, kapiten i Boeing 737 me m\u00eb shum\u00eb se 10,000 or\u00eb fluturimi, n\u00eb kanalin e tij MenTour Pilot.<\/p>\n

\"A<\/a><\/noindex><\/p>\n

Pra, hackimi i sistemeve t\u00eb aeroplanit. N\u00eb vitet e fundit ky problem po b\u00ebhet gjithnj\u00eb e m\u00eb aktual. Nd\u00ebrsa aeroplan\u00ebt b\u00ebhen gjithnj\u00eb e m\u00eb t\u00eb kompjuterizuar, si dhe rritet volumi i shk\u00ebmbimit t\u00eb t\u00eb dh\u00ebnave midis tyre dhe sh\u00ebrbimeve tok\u00ebsore, rritet edhe probabiliteti i p\u00ebrpjekjeve t\u00eb ndryshme t\u00eb sulmeve nga haker\u00ebt. Prodhuesit e aeroplan\u00ebve e din\u00eb k\u00ebt\u00eb tashm\u00eb p\u00ebr nj\u00eb koh\u00eb t\u00eb gjat\u00eb, por deri tani kjo informacion nuk na \u00ebsht\u00eb komunikuar ve\u00e7an\u00ebrisht neve, pilot\u00ebve. Megjithat\u00eb, duket se k\u00ebto \u00e7\u00ebshtje jan\u00eb zgjidhur n\u00eb nivelin korporativ.<\/p>\n

\u00c7far\u00eb d\u00ebgjohet?..<\/h3>\n

\nMadje, n\u00eb vitin 2015, Ministria e Siguris\u00eb Komb\u00ebtare e SHBA-s\u00eb publikoi nj\u00eb raport se ata kishin arritur t\u00eb hackonin sistemet e Boeing 757 vet\u00eb, nd\u00ebrsa ai ishte n\u00eb tok\u00eb. Gjat\u00eb hackimit u p\u00ebrdor\u00ebn mjete t\u00eb disponueshme gjer\u00ebsisht, t\u00eb cilat \u00ebsht\u00eb e mundur t\u00eb kalojn\u00eb p\u00ebrmes kontrollit t\u00eb siguris\u00eb. Infiltrimi u arrit p\u00ebrmes sistemit t\u00eb transmetimit t\u00eb radios. Natyrisht, ata nuk e than\u00eb se cilat sisteme arrit\u00ebn t\u00eb hackonin. N\u00eb esenc\u00eb, ata nuk than\u00eb asgj\u00eb tjet\u00ebr, p\u00ebrve\u00e7 se ata arrit\u00ebn t\u00eb merrnin qasje n\u00eb aeroplan. <\/p>\n

Gjithashtu, n\u00eb vitin 2017 kishte nj\u00eb raport nga hakeri i pavarur Ruben Santamarta. Ai njoftoi se, duke nd\u00ebrtuar nj\u00eb transmetues t\u00eb vog\u00ebl dhe vendosur nj\u00eb anten\u00eb n\u00eb oborrin e tij, ai arriti t\u00eb penetroj\u00eb sistemet e arg\u00ebtimit t\u00eb aeroplan\u00ebve q\u00eb fluturonin mbi t\u00eb.<\/p>\n

E gjith\u00eb kjo na \u00e7on n\u00eb p\u00ebrfundimin se ka nj\u00eb rrezik t\u00eb caktuar. Por, p\u00ebr \u00e7far\u00eb mund t\u00eb ken\u00eb akses hakuesit, dhe p\u00ebr \u00e7far\u00eb jo? P\u00ebr ta kuptuar k\u00ebt\u00eb, le t\u00eb shqyrtojm\u00eb fillimisht se si funksionojn\u00eb sistemet kompjuterike t\u00eb avion\u00ebve. E para q\u00eb duhet t\u00eb theksohet \u00ebsht\u00eb se avion\u00ebt m\u00eb modern\u00eb jan\u00eb gjithashtu m\u00eb t\u00eb kompjuterizuarit. Kompjuter\u00ebt n\u00eb bord kryejn\u00eb praktikisht t\u00eb gjitha operacionet nga pozicionimi i sip\u00ebrfaqeve t\u00eb kontrollit (timona, flapat, flapat e mund\u00ebsis\u00eb\u2026) deri te d\u00ebrgimi i informacionit t\u00eb fluturimit. <\/p>\n

Por duhet t\u00eb kuptohet se prodhuesit e aeroplan\u00ebve e din\u00eb shum\u00eb mir\u00eb k\u00ebt\u00eb ve\u00e7ori konstruktive t\u00eb makinave moderne, ndaj ata e kan\u00eb p\u00ebrfshir\u00eb sigurin\u00eb kibernetike n\u00eb dizajnin e tyre. Prandaj, sistemet q\u00eb keni akses n\u00eb mb\u00ebshtet\u00ebsin e karriges p\u00ebrpara dhe sistemet q\u00eb kontrollojn\u00eb fluturimin jan\u00eb plot\u00ebsisht t\u00eb ndara. Ato jan\u00eb fizikisht t\u00eb ndara n\u00eb hap\u00ebsir\u00eb, t\u00eb ndara infrastrukturalisht, p\u00ebrdorin sisteme t\u00eb ndryshme, gjuh\u00eb programuese t\u00eb ndryshme \u2013 n\u00eb p\u00ebrgjith\u00ebsi, t\u00eb ndara krejt\u00ebsisht. Kjo b\u00ebhet p\u00ebr t\u00eb mos l\u00ebn\u00eb asnj\u00eb mund\u00ebsi p\u00ebr t\u00eb pasur qasje n\u00eb sistemet kontrolle p\u00ebrmes sistemit t\u00eb arg\u00ebtimit n\u00eb bord. Prandaj, n\u00eb aeroplan\u00ebt modern\u00eb, kjo nuk mund t\u00eb paraqes\u00eb nj\u00eb problem. Boeing, Airbus, Embraer jan\u00eb t\u00eb vet\u00ebdijsh\u00ebm p\u00ebr k\u00ebt\u00eb k\u00ebrc\u00ebnim dhe punojn\u00eb vazhdimisht p\u00ebr t\u00eb qen\u00eb nj\u00eb hap p\u00ebrpara haker\u00ebve.<\/p>\n

Sh\u00ebnim i p\u00ebrkthyesit: ka pasur raportime q\u00eb zhvilluesit e Boeing 787 ishin d\u00ebshiruese t\u00eb bashkonin k\u00ebto sisteme fizikisht dhe t\u00eb b\u00ebnin nj\u00eb ndarje virtuale t\u00eb rrjeteve. Kjo do t\u00eb lejonte kursimin e pesh\u00ebs (server\u00ebt n\u00eb bord) dhe reduktimin e numrit t\u00eb kabllove. Megjithat\u00eb, autoritetet rregulluese refuzuan t\u00eb pranonin nj\u00eb koncept t\u00eb till\u00eb dhe e detyruan t\u00eb ruanin \"tradit\u00ebn\" e ndarjes fizike.<\/i><\/p>\n

Nj\u00eb pamje e p\u00ebrgjithshme duket disi m\u00eb e keqe, n\u00ebse marrim parasysh spektrin e t\u00eb gjith\u00eb aeroplan\u00ebve. Koh\u00ebzgjatja e p\u00ebrdorimit t\u00eb nj\u00eb aeroplani arrin deri n\u00eb 20-30 vjet. Dhe n\u00ebse shohim teknologjit\u00eb kompjuterike t\u00eb 20-30 viteve m\u00eb par\u00eb, ato do t\u00eb ishin krejt\u00ebsisht t\u00eb ndryshme. \u00cbsht\u00eb gati si t\u00eb shoh\u00ebsh dinosaur\u00eb q\u00eb sh\u00ebtisin rreth. Pra, n\u00eb aeroplan\u00eb si 737, n\u00eb t\u00eb cilin fluturoj, ose Airbus 320, natyrisht q\u00eb do t\u00eb ken\u00eb sisteme kompjuterike, p\u00ebr t\u00eb cilat nuk \u00ebsht\u00eb investuar nj\u00eb ndarje kaq e kujdesshme p\u00ebr t\u00eb ndaluar haker\u00ebt dhe sulmet kibernetike. Por ka edhe nj\u00eb an\u00eb pozitive \u2013 ato nuk ishin aq t\u00eb kompjuterizuara dhe t\u00eb integruara si makinat moderne. Prandaj, sistemet e instaluara n\u00eb 737 tonin tim (nuk mund t\u00eb flas p\u00ebr Airbus, pasi nuk i njoh ata), jan\u00eb kryesisht t\u00eb destinuara p\u00ebr t\u00eb transmetuar t\u00eb dh\u00ebnat e navigimit p\u00ebr ne. Ne nuk kemi sistemi elektrodistanal i kontrollit (Fly-by-wire)<\/a><\/noindex>. N\u00eb avion\u00ebt tan\u00eb 737, timoni \u00ebsht\u00eb ende i lidhur me sip\u00ebrfaqet kontrolluese. Pra, po, haker\u00ebt mund t\u00eb ken\u00eb mund\u00ebsin\u00eb t\u00eb ndikojn\u00eb n\u00eb p\u00ebrdit\u00ebsimin e t\u00eb dh\u00ebnave t\u00eb sistemeve tona naviguese, p\u00ebr shembull, por ne do ta v\u00ebm\u00eb re at\u00eb shum\u00eb shpejt. <\/p>\n

Ne e menaxhojm\u00eb avionin jo vet\u00ebm n\u00eb baz\u00eb t\u00eb GPS-it t\u00eb bordit, por gjithashtu p\u00ebrdorim sisteme tradicionale navigimi; ne vazhdimisht kontrollojm\u00eb t\u00eb dh\u00ebnat nga burime t\u00eb ndryshme. P\u00ebrve\u00e7 GPS-it, ka gjithashtu majat radio t\u00eb tok\u00ebs dhe distancat ndaj tyre. N\u00eb bordin ton\u00eb kemi nj\u00eb sistem t\u00eb quajtur IRS. L\u00ebviz\u00ebsit laser jan\u00eb n\u00eb thelb, duke marr\u00eb t\u00eb dh\u00ebna n\u00eb koh\u00eb reale dhe duke i krahasuar ato me GPS-in. Pra, n\u00ebse ndonj\u00ebher\u00eb di\u00e7ka nuk shkon si\u00e7 duhet me nj\u00eb nga sistemet e sulmit, ne do ta v\u00ebm\u00eb re at\u00eb shum\u00eb shpejt dhe do t\u00eb kalojm\u00eb n\u00eb nj\u00eb tjet\u00ebr.<\/p>\n

Sistemet e bordin<\/h3>\n

\nCilat jan\u00eb disa q\u00ebllime t\u00eb tjera potenciale p\u00ebr sulm q\u00eb m\u00eb vijn\u00eb n\u00eb mendje? E para dhe m\u00eb e dukshme \u00ebsht\u00eb sistemi arg\u00ebtues i bordit. N\u00eb disa kompani ajrore, pik\u00ebrisht p\u00ebrmes tij ju bleni akses n\u00eb Wi-Fi, porositeni ushqimin, etj. Po ashtu, Wi-Fi i bordit mund t\u00eb jet\u00eb nj\u00eb q\u00ebllim p\u00ebr haker\u00ebt; n\u00eb k\u00ebt\u00eb drejtim mund ta krahasojm\u00eb me \u00e7do hotspot publik. Ju sigurisht q\u00eb e dini se n\u00ebse p\u00ebrdorni rrjeta publike pa VPN, ka nj\u00eb mund\u00ebsi q\u00eb t\u00eb dh\u00ebnat tuaja \u2014 informata personale, fotografi, fjal\u00ebkalimet e ruajtura t\u00eb Wi-Fi, ashtu si \u00e7do fjal\u00ebkalim tjet\u00ebr, t\u00eb dh\u00ebna t\u00eb kartave t\u00eb kreditit etj. \u2014 t\u00eb jen\u00eb t\u00eb ekspozuara. Nj\u00eb haker i aft\u00eb nuk do ta kishte t\u00eb v\u00ebshtir\u00eb t\u00eb merrte k\u00ebt\u00eb informacion. <\/p>\n

\"A
\n
\nS\u00eb vet\u00eb sistemi arg\u00ebtues integruar dallon n\u00eb k\u00ebt\u00eb aspekt, pasi p\u00ebrb\u00ebn nj\u00eb grup t\u00eb pavarur komponent\u00ebsh harduerik\u00eb. Dhe k\u00ebto kompjuter\u00eb, dua ta theksoj p\u00ebrs\u00ebri, nuk lidhen dhe nuk bashk\u00ebveprojn\u00eb n\u00eb asnj\u00eb m\u00ebnyr\u00eb me sistemet e kontrollit t\u00eb avionit. Megjithat\u00eb, kjo nuk do t\u00eb thot\u00eb q\u00eb nj\u00eb sulm ndaj sistemit arg\u00ebtues nuk mund t\u00eb krijoj\u00eb probleme serioze. P\u00ebr shembull, nj\u00eb haker potencialisht mund t\u00eb d\u00ebrgoj\u00eb njoftime t\u00eb gjith\u00eb pasagjer\u00ebve n\u00eb kabin\u00eb, duke njoftuar, p\u00ebr shembull, se kontrolli i avionit \u00ebsht\u00eb marr\u00eb. Kjo do t\u00eb krijonte panik. Ose njoftime mbi problemet me avionin, ose \u00e7do dezinformat\u00eb tjet\u00ebr. Sigurisht, do t\u00eb ishte e frikshme dhe e tmerrshme, por nuk do t\u00eb ishte n\u00eb asnj\u00eb m\u00ebnyr\u00eb e rrezikshme. Pasi nj\u00eb mund\u00ebsi e till\u00eb potencialisht ekziston, prodhuesit po marrin t\u00eb gjitha masat e nevojshme, duke instaluar firewalle dhe protokolet e nevojshme p\u00ebr t\u00eb parandaluar probleme t\u00eb tilla. <\/p>\n

Pra, ndoshta, sistemet m\u00eb t\u00eb prekshme jan\u00eb sistemi arg\u00ebtues i bordit dhe Wi-Fi. Nd\u00ebrkoh\u00eb, Wi-Fi zakonisht ofrohet nga nj\u00eb operator i jasht\u00ebm, jo nga vet\u00eb kompania ajrore. Dhe pik\u00ebrisht ai p\u00ebrkujdeset p\u00ebr sigurin\u00eb kibernetike t\u00eb sh\u00ebrbimit q\u00eb ofron.<\/p>\n

E ardhshme q\u00eb m\u00eb vjen n\u00eb mendje jan\u00eb tablet\u00ebt e fluturimit t\u00eb pilot\u00ebve. Kur fillova t\u00eb fluturoja, t\u00eb gjith\u00eb udh\u00ebzuesit tan\u00eb ishin n\u00eb form\u00eb t\u00eb shtypur. P\u00ebr shembull, udh\u00ebzimi i operimit me t\u00eb gjitha rregullat, procedurat e nevojshme, udh\u00ebzimi navigues me itineraret n\u00eb aj\u00ebr p\u00ebr rastin q\u00eb t\u2019i harrojm\u00eb, diagramet e navigimit dhe qasjes n\u00eb zon\u00ebn e aeroportit, hartat e aeroportit \u2014 gjith\u00e7ka ishte n\u00eb form\u00ebn e kartave. Dhe n\u00ebse di\u00e7ka ndryshonte, duhej t\u00eb gjeja faqen e nevojshme, ta shqyeja, ta z\u00ebvend\u00ebsoja me nj\u00eb t\u00eb p\u00ebrdit\u00ebsuar, t\u2019i b\u00ebja sh\u00ebnim, q\u00eb ajo ishte z\u00ebvend\u00ebsuar. N\u00eb p\u00ebrgjith\u00ebsi, shum\u00eb pun\u00eb. Pra, kur filluam t\u00eb merrnim tablet\u00ebt e fluturimit, kjo ishte thjesht mahnit\u00ebse. Me nj\u00eb klik, e gjitha mund t\u00eb shkarkohej shpejt, me t\u00eb gjitha p\u00ebrdit\u00ebsimet m\u00eb t\u00eb fundit, n\u00eb \u00e7do koh\u00eb. Nj\u00ebherazi mund t\u00eb merrnim parashikime moti, plane t\u00eb reja fluturimi \u2014 gjith\u00e7ka mund t\u00eb d\u00ebrgohej n\u00eb tablet.<\/p>\n

\"A
\n
\nPor. \u00c7do her\u00eb q\u00eb lidheni diku, ekziston potenciali p\u00ebr dep\u00ebrtimin e nj\u00eb pale t\u00eb tret\u00eb. Kompanit\u00eb ajrore jan\u00eb n\u00eb dijeni t\u00eb situat\u00ebs, ashtu si\u00e7 jan\u00eb edhe autoritetet aviatike. Kjo \u00ebsht\u00eb arsyeja pse nuk na lejohet t\u00eb b\u00ebjm\u00eb gjith\u00e7ka n\u00eb form\u00eb elektronike. Ne duhet t\u00eb kemi plane fluturimi n\u00eb let\u00ebr (megjithat\u00eb, kjo k\u00ebrkes\u00eb ndryshon n\u00eb kompani t\u00eb ndryshme ajrore), gjithashtu na duhet nj\u00eb kopje rezerv\u00eb. P\u00ebr m\u00eb tep\u00ebr, n\u00eb asnj\u00eb rrethan\u00eb nuk kemi t\u00eb drejt\u00eb t\u00eb instalojm\u00eb ndonj\u00eb gj\u00eb p\u00ebrve\u00e7 aplikacioneve t\u00eb lejuara dhe t\u00eb miratuara nga kompania ajrore n\u00eb tablet\u00eb. Disa kompani ajrore p\u00ebrdorin iPad, disa p\u00ebrdorin pajisje t\u00eb krijuara posa\u00e7\u00ebrisht p\u00ebr k\u00ebto q\u00ebllime (t\u00eb dyja kan\u00eb avantazhe dhe disavantazhe). N\u00eb \u00e7do rast, gjith\u00e7ka \u00ebsht\u00eb n\u00ebn kontroll t\u00eb rrept\u00eb, dhe pilot\u00ebt nuk kan\u00eb asnj\u00eb m\u00ebnyr\u00eb p\u00ebr t\u00eb nd\u00ebrhyr\u00eb n\u00eb funksionimin e tablet\u00ebve. Kjo \u00ebsht\u00eb e para. E dyta \u2014 na ndalohet t\u2019i lidhim ato me di\u00e7ka, kur jemi n\u00eb aj\u00ebr. Ne (t\u00eb pakt\u00ebn n\u00eb kompanin\u00eb time ajrore) nuk mund t\u00eb lidhemi me Wi-Fi-n\u00eb n\u00eb bord pas ngritjes. As nuk mund t\u00eb p\u00ebrdorim GPS-n\u00eb e integruar n\u00eb iPad. Sapo mbyllim dyert, ne kalojm\u00eb tablet\u00ebt n\u00eb modalitetin e fluturimit, dhe nga ky moment nuk duhet t\u00eb ket\u00eb mund\u00ebsi nd\u00ebrhyrjeje n\u00eb funksionimin e tyre. <\/p>\n

N\u00ebse ndonj\u00eb kush e shkel ose nd\u00ebrhyn n\u00eb funksionimin e gjith\u00eb rrjetit t\u00eb kompanis\u00eb ajrore, ne do ta v\u00ebm\u00eb re k\u00ebt\u00eb pas lidhjes n\u00eb tok\u00eb. Dhe at\u00ebher\u00eb mund t\u00eb ndjekim n\u00eb dhom\u00ebn e ekuipazhit n\u00eb aeroport, t\u00eb printojm\u00eb skemat n\u00eb let\u00ebr dhe t\u00eb mb\u00ebshtetemi n\u00eb to gjat\u00eb fluturimit. N\u00ebse ndodh ndonj\u00eb gj\u00eb me nj\u00eb nga tablet\u00ebt \u2014 ne kemi nj\u00eb t\u00eb dyt\u00eb. N\u00eb rastin m\u00eb t\u00eb keq, n\u00ebse t\u00eb dy tablet\u00ebt nuk funksionojn\u00eb, ne kemi t\u00eb gjitha t\u00eb dh\u00ebnat e nevojshme p\u00ebr fluturim n\u00eb kompjuterin n\u00eb bord. Si\u00e7 mund ta shikoni, n\u00eb k\u00ebt\u00eb \u00e7\u00ebshtje p\u00ebrdoret nj\u00eb mbrojtje e trefisht\u00eb p\u00ebr t\u00eb zgjidhur t\u00eb nj\u00ebjtin problem.<\/p>\n

Opsionet e mundshme t\u00eb ardhshme \u2014 sistemet e kontrollit dhe menaxhimit n\u00eb bord. P\u00ebr shembull, sistemi i navigacionit dhe sistemi i menaxhimit t\u00eb fluturimit q\u00eb p\u00ebrmenda m\u00eb par\u00eb. P\u00ebrs\u00ebri, nuk mund t\u00eb them asgj\u00eb p\u00ebr prodhues t\u00eb tjer\u00eb, vet\u00ebm p\u00ebr 737-n, mbi t\u00eb cilin fluturoj. N\u00eb rastin e tij, nga informacionet e kompjuterizuara \u2014 baza e t\u00eb dh\u00ebnave t\u00eb navigacionit, e cila p\u00ebrmban, si\u00e7 tregohet nga emri, informacionin p\u00ebr navigacionin dhe bazat e t\u00eb dh\u00ebnave t\u00eb sip\u00ebrfaqes tok\u00ebsore. Ato mund t\u00eb p\u00ebrballen me ndonj\u00eb nd\u00ebrlikim. P\u00ebr shembull, gjat\u00eb p\u00ebrdit\u00ebsimit t\u00eb softuerit t\u00eb kompjuterit n\u00eb bord, q\u00eb b\u00ebhet nga inxhinier\u00ebt, mund t\u00eb ngarkohet nj\u00eb skedar i ndryshuar ose i d\u00ebmtuar. Por kjo do t\u00eb dal\u00eb shpejt n\u00eb pah, pasi avioni kryen vazhdimisht kontrolle t\u00eb vetes. P\u00ebr shembull, n\u00ebse ndonj\u00eb motor d\u00ebshton, ne e shohim at\u00eb. N\u00eb k\u00ebt\u00eb rast, sigurisht q\u00eb nuk ngrihemi dhe k\u00ebrkojm\u00eb q\u00eb inxhinier\u00ebt t\u00eb kontrollojn\u00eb. <\/p>\n

N\u00eb \u00e7do d\u00ebshtim, ne do t\u00eb marrim nj\u00eb sinjal paralajm\u00ebrimi q\u00eb disa t\u00eb dh\u00ebna ose sinjale nuk p\u00ebrputhen. Avioni kryen vazhdimisht verifikim t\u00eb kryq\u00ebzuar t\u00eb burimeve t\u00eb ndryshme. Prandaj, n\u00ebse pas ngritjes rezulton se baza e t\u00eb dh\u00ebnave \u00ebsht\u00eb e gabuar ose e d\u00ebmtuar, ne menj\u00ebher\u00eb do ta m\u00ebsojm\u00eb k\u00ebt\u00eb dhe do t\u00eb kalojm\u00eb n\u00eb metodat e ashtuquajtura tradicionale t\u00eb navigacionit. <\/p>\n

Sistemet dhe sh\u00ebrbimet tok\u00ebsore<\/h3>\n

\nE ardhshme \u2014 menaxhimi i trafikut ajror dhe aeroportet. Sh\u00ebrbimet e menaxhimit bazohen n\u00eb tok\u00eb, dhe thyerja e tyre do t\u00eb jet\u00eb m\u00eb e leht\u00eb se thyerja e nj\u00eb avioni q\u00eb l\u00ebviz n\u00eb aj\u00ebr. N\u00ebse ndonj\u00eb person i keq b\u00ebn ndonj\u00eb m\u00ebnyr\u00eb p\u00ebr t\u00eb \u00e7aktivizuar ose ndaluar radar\u00ebt e kull\u00ebs s\u00eb navigacionit, ka mund\u00ebsi t\u00eb kalosh n\u00eb at\u00eb q\u00eb quhet navigacion procedurial dhe ndarje procedurale t\u00eb mjeteve ajrore. Kjo \u00ebsht\u00eb nj\u00eb alternativ\u00eb m\u00eb e ngadalshme p\u00ebr drejtimin e avion\u00ebve n\u00eb aeroportet, ndaj n\u00eb portet e ngarkuara si Londra ose Los Angeles, kjo do t\u00eb krijoj\u00eb probleme t\u00eb m\u00ebdha. Por sh\u00ebrbimet tok\u00ebsore ende do t\u00eb jen\u00eb n\u00eb gjendje t\u00eb krijojn\u00eb nj\u00eb \"rradh\u00eb prit\u00ebse\" p\u00ebr avion\u00ebt me intervale 1000 k\u00ebmb\u00eb (rreth 300 metra)<\/i>, dhe nd\u00ebrsa nj\u00eb avion kalon nj\u00eb pik\u00eb t\u00eb caktuar, t\u00eb drejtoj\u00eb t\u00eb ardhsh\u00ebm n\u00eb fluturim. Dhe k\u00ebshtu, aeroporti do t\u00eb mbushet me mjete proceduriale, e jo me radar.<\/p>\n

\"A
\n
\nN\u00ebse sulmi do t\u00eb godas\u00eb sistemin e radios, ka nj\u00eb rezerv\u00eb. Po ashtu, ka nj\u00eb frekuenc\u00eb speciale nd\u00ebrkomb\u00ebtare, n\u00eb t\u00eb cil\u00ebn mund t\u00eb qasje. Ose avioni mund t\u2019i kaloj\u00eb nj\u00eb elementi tjet\u00ebr t\u00eb menaxhimit t\u00eb trafikut ajror, q\u00eb do t\u00eb kontrolloj\u00eb uljen. N\u00eb sistem ekziston teprica dhe nyje alternative dhe sisteme q\u00eb mund t\u00eb p\u00ebrdoren, n\u00ebse nj\u00ebra \u00ebsht\u00eb sulmuar. <\/p>\n

Kjo i referohet gjithashtu aeroporteve. N\u00ebse nj\u00eb aeroport i n\u00ebnshtrohet nj\u00eb sulmi, dhe sulmuesit \u00e7aktivizojn\u00eb, p\u00ebr shembull, sistemin e navigimit ose ndri\u00e7imin e pist\u00ebs, ose di\u00e7ka tjet\u00ebr n\u00eb aeroport, ne do ta v\u00ebrejm\u00eb menj\u00ebher\u00eb. P\u00ebrve\u00e7 k\u00ebsaj, n\u00ebse nuk mund t\u00eb lidhemi me ta ose t\u00eb konfigurojm\u00eb mjete ndihm\u00ebse naviguese, do t\u00eb shohim pranin\u00eb e nj\u00eb problemi, dhe ekrani yn\u00eb kryesor i fluturimeve do t\u00eb tregoj\u00eb flamuj t\u00eb ve\u00e7ant\u00eb q\u00eb tregojn\u00eb se sistemi i aterrimit instrumental nuk funksionon ose sistemi i navigimit nuk funksionon, dhe n\u00eb at\u00eb rast thjesht do t\u00eb ndalojm\u00eb qasjen. Pra, kjo situat\u00eb nuk paraqet ndonj\u00eb rrezik. Sigurisht, do t\u00eb jemi t\u00eb irrituar, si\u00e7 do t\u00eb ishit edhe ju, duke mos arritur atje ku ishim duke fluturuar. Sistemi ka mjaft rezerv\u00eb, avioni ka rezerva t\u00eb mjaftueshme karburanti. Dhe n\u00ebse kjo grupi i haker\u00ebve nuk ka sulmuar t\u00eb gjith\u00eb vendin ose rajonin, q\u00eb \u00ebsht\u00eb shum\u00eb, jasht\u00ebzakonisht e v\u00ebshtir\u00eb t\u00eb b\u00ebhet, nuk do t\u00eb ket\u00eb asnj\u00eb rrezik p\u00ebr avion\u00ebt.<\/p>\n

Di\u00e7ka tjet\u00ebr?<\/h3>\n

\nMund t\u00eb them se kjo \u00ebsht\u00eb gjith\u00e7ka q\u00eb m\u00eb vjen n\u00eb mendje lidhur me sulmet e mundshme. Kisha nj\u00eb mesazh nga nj\u00eb ekspert kibernetik i FBI-s\u00eb, i cili tha se arriti t\u00eb merrte qasje n\u00eb kompjuter\u00ebt e menaxhimit t\u00eb fluturimeve p\u00ebrmes sistemit arg\u00ebtues. Sipas tij, ai arriti t\u00eb \"ndikoj\u00eb\" pak n\u00eb avion (fjal\u00ebt e tij, jo t\u00eb miat), por kjo nuk \u00ebsht\u00eb konfirmuar kurr\u00eb dhe ndaj k\u00ebtij personi nuk jan\u00eb ngritur akuza. N\u00ebse ai e kishte b\u00ebr\u00eb k\u00ebt\u00eb (nuk kuptoj shum\u00eb pse dikush do ta b\u00ebnte k\u00ebt\u00eb duke qen\u00eb n\u00eb t\u00eb nj\u00ebjtin avion), do t\u00eb ishin ngritur akuzat p\u00ebr rrezikimin e jet\u00ebs s\u00eb njer\u00ebzve. Kjo m\u00eb b\u00ebn t\u00eb mendoj se ndoshta jan\u00eb thashetheme dhe imagjinata. Edhe si\u00e7 kam th\u00ebn\u00eb, sipas prodhuesve nuk ekziston mund\u00ebsia fizike p\u00ebr t'u lidhur nga sistemi arg\u00ebtues i bordit n\u00eb at\u00eb menaxhues. <\/p>\n

Dhe si\u00e7 kam th\u00ebn\u00eb n\u00eb fillim, n\u00ebse ne, pilot\u00ebt, do t\u00eb v\u00ebrejm\u00eb se ndonj\u00eb nga sistemet, p\u00ebr shembull, navigimi, jep t\u00eb dh\u00ebna t\u00eb gabuara, do t\u00eb kalonim n\u00eb p\u00ebrdorimin e burimeve t\u00eb tjera t\u00eb t\u00eb dh\u00ebnave - orientime tok\u00ebsore, giroskop\u00eb laser dhe t\u00eb tjera. N\u00ebse sip\u00ebrfaqet e kontrollit nuk p\u00ebrgjigjen, n\u00eb t\u00eb nj\u00ebjtin 737 ka mund\u00ebsi. Autopiloti mund t\u00eb \u00e7aktivizohet leht\u00ebsisht, dhe n\u00eb k\u00ebt\u00eb rast, kompjuteri nuk duhet t\u00eb ndikohet n\u00eb sjelljen e avionit. Edhe n\u00ebse ndodhi nj\u00eb d\u00ebshtim i hidraulik\u00ebs, avioni mund t\u00eb kontrollohet akoma si nj\u00eb Cessna e madhe me ndihm\u00ebn e kabllove, t\u00eb lidhura fizikisht me timonin. Pra, ne gjithmon\u00eb kemi mund\u00ebsi p\u00ebr t\u00eb kontrolluar avionin, p\u00ebrve\u00e7 n\u00ebse ai \u00ebsht\u00eb d\u00ebmtuar strukturalisht. <\/p>\n

N\u00eb p\u00ebrfundim, sulmi i nj\u00eb avioni p\u00ebrmes GPS, kanaleve radiu dhe t\u00eb tjera \u00ebsht\u00eb teorikisht i mundur, por do t\u00eb k\u00ebrkonte nj\u00eb volum t\u00eb pabesuesh\u00ebm pune, shum\u00eb planifikim, koordinim t\u00eb veprimeve, shum\u00eb pajisje. Dhe nuk duhet harruar se, n\u00eb var\u00ebsi t\u00eb lart\u00ebsis\u00eb, avioni l\u00ebviz me nj\u00eb shpejt\u00ebsi nga 300 deri n\u00eb 850 km\/h.<\/p>\n

\u00c7far\u00eb dini mbi vektor\u00ebt e mundsh\u00ebm t\u00eb sulmeve ndaj aviacionit? Mos harroni t\u00eb ndani n\u00eb komente.<\/p>\n

Pak reklam\u00eb \ud83d\ude42<\/h3>\n

\nFaleminderit q\u00eb q\u00ebndroni me ne. Ju p\u00eblqejn\u00eb artikujt tan\u00eb? D\u00ebshironi t\u00eb shihni m\u00eb shum\u00eb materiale interesante? Na mb\u00ebshtetni duke b\u00ebr\u00eb nj\u00eb porosi ose duke na rekomanduar njohurive tuaj, VPS cloud p\u00ebr zhvillues nga $4.99<\/a><\/noindex>, nj\u00eb analog unik i server\u00ebve entry-level, i nd\u00ebrtuar p\u00ebr ju:<\/b> E gjith\u00eb e v\u00ebrteta rreth VPS (KVM) E5-2697 v3 (6 Nuclea) 10GB DDR4 480GB SSD 1Gbps nga $19 ose si ta ndajm\u00eb sakt\u00ebsisht serverin?<\/a><\/noindex> (disponohen variante me RAID1 dhe RAID10, deri n\u00eb 24 b\u00ebrthama dhe deri n\u00eb 40GB DDR4).<\/p>\n

Dell R730xd dyfish m\u00eb i lir\u00eb n\u00eb qendr\u00ebn e t\u00eb dh\u00ebnave Equinix Tier IV n\u00eb Amsterdam?<\/b> Vet\u00ebm k\u00ebtu 2 x Intel TetraDeca-Core Xeon 2x E5-2697v3 2.6GHz 14C 64GB DDR4 4x960GB SSD 1Gbps 100 TB nga $199<\/a><\/noindex> n\u00eb Holand\u00eb! Dell R420 \u2014 2x E5-2430 2.2Ghz 6C 128GB DDR3 2x960GB SSD 1Gbps 100TB \u2014 nga $99!<\/b><\/b> Lexoni rreth Si t\u00eb nd\u00ebrtosh nj\u00eb infrastruktur\u00eb t\u00eb klas\u00ebs korporative me p\u00ebrdorimin e server\u00ebve Dell R730xd E5-2650 v4 me \u00e7mim prej 9000 euro p\u00ebr pak para?<\/a><\/noindex>
\n
Burimi: habr.com<\/a><\/p>","protected":false,"gt_translate_keys":[{"key":"rendered","format":"html"}]},"excerpt":{"rendered":"

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