Re: Extending a /64

[Alexandre Petrescu <[e-mail]>]

Le 16/11/2020 à 15:50, Joel M. Halpern a écrit :
> Tony, why are you embedding the 39 bit airplane ID into the IPv6 
> address.  That seems to be the fundamental thing that then has you need 
> very short prefixes, and doing other difficult operations.
> 
> And if the answer is "ICAO said so", then we have a problem of really 
> smart aviation engineers doing network engineering.

I suspect one would not oppose embedding a 39bit airplane ID into an ULA 
prefix, at which point the arguments about id/loc split might not 
disallow airplane ID into GUA either.  Because routing towards ULA and 
GUA addresses happen in the same way.

Alex

> 
> Yours,
> Joel
> 
> On 11/16/2020 9:38 AM, Tony Whyman wrote:
>> 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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