A System for Detecting Malicious Insider Data Theft in IaaS Cloud Environments

The Cloud Security Alliance lists data theft and insider attacks as critical threats to cloud security. Our work puts forth an approach using a train, monitor, detect pattern which leverages a stateful rule based k-nearest neighbors anomaly detection technique and system state data to detect inside attacker data theft on Infrastructure as a Service (IaaS) nodes. We posit, instantiate, and demonstrate our approach using the Eucalyptus cloud computing infrastructure where we observe a 100 percent detection rate for abnormal login events and data copies to outside systems

The NASA-UC Eta-Earth Program: I. A Super-Earth Orbiting HD 7924

We report the discovery of the first low-mass planet to emerge from the NASA-UC Eta-Earth Program, a super-Earth orbiting the K0 dwarf HD 7924. Keplerian modeling of precise Doppler radial velocities reveals a planet with minimum mass M_P sin i = 9.26 M_Earth in a P = 5.398 d orbit. Based on Keck-HIRES measurements from 2001 to 2008, the planet is robustly detected with an estimated false alarm probability of less than 0.001. Photometric observations using the Automated Photometric Telescopes at Fairborn Observatory show that HD 7924 is photometrically constant over the radial velocity period to 0.19 mmag, supporting the existence of the planetary companion. No transits were detected down to a photometric limit of ~0.5 mmag, eliminating transiting planets with a variety of compositions. HD 7924b is one of only eight planets known with M_P sin i < 10 M_Earth and as such is a member of an emerging family of low-mass planets that together constrain theories of planet formation.Comment: ApJ accepted, 10 pages, 10 figures, 4 table

The NASA-UC Eta-Earth Program: II. A Planet Orbiting HD 156668 with a Minimum Mass of Four Earth Masses

We report the discovery of HD 156668b, an extrasolar planet with a minimum mass of M_P sin i = 4.15 M_Earth. This planet was discovered through Keplerian modeling of precise radial velocities from Keck-HIRES and is the second super-Earth to emerge from the NASA-UC Eta-Earth Survey. The best-fit orbit is consistent with circular and has a period of P = 4.6455 d. The Doppler semi-amplitude of this planet, K = 1.89 m/s, is among the lowest ever detected, on par with the detection of GJ 581e using HARPS. A longer period (P ~ 2.3 yr), low-amplitude signal of unknown origin was also detected in the radial velocities and was filtered out of the data while fitting the short-period planet. Additional data are required to determine if the long-period signal is due to a second planet, stellar activity, or another source. Photometric observations using the Automated Photometric Telescopes at Fairborn Observatory show that HD 156668 (an old, quiet K3 dwarf) is photometrically constant over the radial velocity period to 0.1 mmag, supporting the existence of the planet. No transits were detected down to a photometric limit of ~3 mmag, ruling out transiting planets dominated by extremely bloated atmospheres, but not precluding a transiting solid/liquid planet with a modest atmosphere.Comment: This planet was announced at the 2010 AAS meeting in Wash. DC; 12 pages, 8 figures, 3 tables, submitted to Ap

The NASA-UC Eta-Earth Program: III. A Super-Earth orbiting HD 97658 and a Neptune-mass planet orbiting Gl 785

We report the discovery of planets orbiting two bright, nearby early K dwarf stars, HD 97658 and Gl 785. These planets were detected by Keplerian modelling of radial velocities measured with Keck-HIRES for the NASA-UC Eta-Earth Survey. HD 97658 b is a close-in super-Earth with minimum mass Msini = 8.2 +/- 1.2 M_Earth, orbital period P = 9.494 +/- 0.005 d, and an orbit that is consistent with circular. Gl 785 b is a Neptune-mass planet with Msini = 21.6 +/- 2.0 M_Earth, P = 74.39 +/- 0.12 d, and orbital eccentricity 0.30 +/- 0.09. Photometric observations with the T12 0.8 m automatic photometric telescope at Fairborn Observatory show that HD 97658 is photometrically constant at the radial velocity period to 0.09 mmag, supporting the existence of the planet.Comment: Submitted to ApJ, 7 pages, 6 figures, 5 table

The NASA-UC Eta-Earth Program: I. A Super-Earth Orbiting HD 7924

We report the discovery of the first low-mass planet to emerge from the NASA-UC Eta-Earth Program, a super-Earth orbiting the K0 dwarf HD 7924. Keplerian modeling of precise Doppler radial velocities reveals a planet with minimum mass M_P sin i = 9.26 M_Earth in a P = 5.398 d orbit. Based on Keck-HIRES measurements from 2001 to 2008, the planet is robustly detected with an estimated false alarm probability of less than 0.001. Photometric observations using the Automated Photometric Telescopes at Fairborn Observatory show that HD 7924 is photometrically constant over the radial velocity period to 0.19 mmag, supporting the existence of the planetary companion. No transits were detected down to a photometric limit of ~0.5 mmag, eliminating transiting planets with a variety of compositions. HD 7924b is one of only eight planets known with M_P sin i < 10 M_Earth and as such is a member of an emerging family of low-mass planets that together constrain theories of planet formation.Comment: ApJ accepted, 10 pages, 10 figures, 4 table

The California Planet Survey. I. Four New Giant Exoplanets

We present precise Doppler measurements of four stars obtained during the past decade at Keck Observatory by the California Planet Survey (CPS). These stars, namely, HD 34445, HD 126614, HD 13931, and Gl 179, all show evidence for a single planet in Keplerian motion. We also present Doppler measurements from the Hobby-Eberly Telescope (HET) for two of the stars, HD 34445 and Gl 179, that confirm the Keck detections and significantly refine the orbital parameters. These planets add to the statistical properties of giant planets orbiting near or beyond the ice line, and merit follow-up by astrometry, imaging, and space-borne spectroscopy. Their orbital parameters span wide ranges of planetary minimum mass (M sin i = 0.38-1.9 M(Jup)), orbital period (P = 2.87-11.5 yr), semimajor axis (a = 2.1-5.2 AU), and eccentricity (e = 0.02-0.41). HD 34445 b (P = 2.87 yr, M sin i = 0.79 MJup, e = 0.27) is a massive planet orbiting an old, G-type star. We announce a planet, HD 126614 Ab, and an M dwarf, HD 126614 B, orbiting the metal-rich star HD 126614 (which we now refer to as HD 126614 A). The planet, HD 126614 Ab, has minimum mass M sin i = 0.38 MJup and orbits the stellar primary with period P = 3.41 yr and orbital separation a = 2.3 AU. The faint M dwarf companion, HD 126614 B, is separated from the stellar primary by 489 mas (33 AU) and was discovered with direct observations using adaptive optics and the PHARO camera at Palomar Observatory. The stellar primary in this new system, HD 126614 A, has the highest measured metallicity ([ Fe/ H] = + 0.56) of any known planet-bearing star. HD 13931 b (P = 11.5 yr, M sin i = 1.88 MJup, e = 0.02) is a Jupiter analog orbiting a near solar twin. Gl 179 b (P = 6.3 yr, M sin i = 0.82 M(Jup), e = 0.21) is a massive planet orbiting a faint M dwarf. The high metallicity of Gl 179 is consistent with the planet-metallicity correlation among M dwarfs, as documented recently by Johnson & Apps.NSF AST-0702821NASA NNX06AH52GMcDonald Observator

Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018-2020 Period Phase 2

Lockheed Martin Aeronautics Company (LM), working in conjunction with General Electric Global Research (GE GR) and Stanford University, executed a 19 month program responsive to the NASA sponsored "N+2 Supersonic Validation: Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018-2020 Period" contract. The key technical objective of this effort was to validate integrated airframe and propulsion technologies and design methodologies necessary to realize a supersonic vehicle capable of meeting the N+2 environmental and performance goals. The N+2 program is aligned with NASA's Supersonic Project and is focused on providing system level solutions capable of overcoming the efficiency, environmental, and performance barriers to practical supersonic flight. The N+2 environmental and performance goals are outlined in the technical paper, AIAA-2014-2138 (Ref. 1) along with the validated N+2 Phase 2 results. Our Phase 2 efforts built upon our Phase 1 studies (Ref. 2) and successfully demonstrated the ability to design and test realistic configurations capable of shaped sonic booms over the width of the sonic boom carpet. Developing a shaped boom configuration capable of meeting the N+2 shaped boom targets is a key goal for the N+2 program. During the LM Phase 1 effort, LM successfully designed and tested a shaped boom trijet configuration (1021) capable of achieving 85 PLdB under track (forward and aft shock) and up to 28 deg off-track at Mach 1.6. In Phase 2 we developed a refined configuration (1044-2) that extended the under 85 PLdB sonic boom level over the entire carpet of 52 deg off-track at a cruise Mach number of 1.7. Further, the loudness level of the configuration throughout operational conditions calculates to an average of 79 PLdB. These calculations rely on propagation employing Burger's (sBOOM) rounding methodology, and there are indications that the configuration average loudness would actually be 75 PLdB. We also added significant fidelity to the design of the configuration in this phase by performing a low speed wind tunnel test at our LTWT facility in Palmdale, by more complete modelling of propulsion effects in our sonic boom analysis, and by refining our configuration packaging and performance assessments. Working with General Electric, LM performed an assessment of the impact of inlet and nozzle effects on the sonic boom signature of the LM N+2 configurations. Our results indicate that inlet/exhaust streamtube boundary conditions are adequate for conceptual design studies, but realistic propulsion modeling at similar stream-tube conditions does have a small but measurable impact on the sonic boom signature. Previous supersonic transport studies have identified aeroelastic effects as one of the major challenges associated with the long, slender vehicles particularly common with shaped boom aircraft (Ref. 3). Under the Phase 2 effort, we have developed a detailed structural analysis model to evaluate the impact of flexibility and structural considerations on the feasibility of future quiet supersonic transports. We looked in particular at dynamic structural modes and flutter as a failure that must be avoided. We found that for our N+2 design in particular, adequate flutter margin existed. Our flutter margin is large enough to cover uncertainties like large increases in engine weight and the margin is relatively easy to increase with additional stiffening mass. The lack of major aeroelastic problems probably derives somewhat from an early design bias. While shaped boom aircraft require long length, they are not required to be thin. We intentionally developed our structural depths to avoid major flexibility problems. So at the end of Phase 2, we have validated that aeroelastic problems are not necessarily endemic to shaped boom designs. Experimental validation of sonic boom design and analysis techniques was the primary objective of the N+2 Supersonic Validations contract; and in this Phase, LM participated in four high speed wind tunnel tests. The first so-called Parametric Test in the Ames 9x7 tunnel did an exhaustive look at variation effects of the parameters: humidity, total pressure, sample time, spatial averaging distance and number of measurement locations, and more. From the results we learned to obtain data faster and more accurately, and made test condition tolerances easy to meet (eliminating earlier 60 percent wasted time when condition tolerances could not be held). The next two tests used different tunnels. The Ames 11 ft tunnel was used to test lower Mach numbers of 1.2 and 1.4. There were several difficulties using this tunnel for the first time for sonic boom including having to shift the measurement Mach numbers to 1.15 and 1.3 to avoid flow problems. It is believed that the 11 ft could be used successfully to measure sonic boom but there are likely to be a number of test condition restrictions. The Glenn 8x6 ft tunnel was used next and the tunnel has a number of desirable features for sonic boom measurement. While the Ames 9x7 can only test Mach 1.55 to 2.55 and the 11 ft can only test Mach 1.3 and lower, the Glenn 8x6 can test continuously from Mach 0.3 to 2.0. Unfortunately test measurement accuracy was compromised by a reference pressure drift. Post-test analysis revealed that the drift occurred when Mach number drifted slightly. Test measurements indicated that if Mach number drift is eliminated, results from the 8x6 would be more accurate, especially at longer distances, than results from the 9x7. The fourth test in the 9x7, called LM4, used everything we learned to comprehensively and accurately measure our new 1044-02 configuration with a full-carpet shaped signature design. Productivity was 8 times greater than our Phase 1 LM3 test. Measurement accuracy and repeatability was excellent out to 42 in. However, measurements at greater distances require the rail in the aft position and become substantially less accurate. Further signature processing or measurement improvements are needed for beyond near-field signature validation