Re: Extending a /64

I take your point - but these considerations are not (to my knowledge) 
in the scope of the work being undertaken by Working Group I. You are 
looking here a future concepts and these should be all limited to line 
of sight.

Currently, any air-to-air routing is out of scope. If you want to bring 
air-to-air routing in scope then we need to discuss.

Tony

On 16/11/2020 15:05, Da Silva, Saulo wrote:
> Tony.
> The evolution of the aviation system towards increasing capacity and acess of what we call new entrants (drones, high level operations, supersonic acft, etc) through strategic and tactical self separation do need air-to-air comm. The concept of management by trajectory instead of isolated clearances do need air-to-air. The aviation industry is working towards that direction.
>
> -----Original Message-----
> From: ipv6 [mailto:ipv6-bounces@ietf.org] On Behalf Of Tony Whyman
> Sent: 16-Nov-20 9:39 AM
> To: ipv6@ietf.org
> Subject: Re: Extending a /64
>
> This discussion seems to have gone off in the wrong direction. There are no ICAO applications that foresee aircraft to aircraft communication using datalink. The underlying set of applications is:
>
> 1. Controller to Pilot Datalink Communication (CPDLC) - the name says it all
>
> 2. Automatic Dependent Surveillance (ADS) - allows an ATS Provider to monitor an aircraft's position and intent.
>
> 3. Flight Information Services (FIS) - allows a pilot to pull information (e.g. on runway conditions).
>
> TCAS also exists as a collision avoidance system and this does use air-to-air communication. However, this is a rider on the Mode S surveillance radar and is not IP based.
>
> On 16/11/2020 14:30, Philip Homburg wrote:
>> However, this seems to be a case of doing things at the wrong level.
>> If aircaft use IPv6 to communicate then obvious they need unique IPv6
>> addresses. However, each plane only needs to know its own address. Any
>> time a plane communicates with an unknown plane, they can exchange higher level identities.
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