IP-v6 Drivers for Aviation & Usage Concepts Terry L Davis Boeing Commercial Airplanes (Advisor to the North America IPv6 Task Force)

Aviation IP-v6 Drivers ARINC 664 usage of IP-v 4 RFC 1918 private addressing (Ideal for initial deployments but in the longer term...) –Precludes seamless link handoff (mobility) –Not directly routable on the Internet with Network Address Translation (NAT) –Precludes ground initiated communications –Precludes the use of multiple service providers without complex address translation gateways for simultaneous use or handoff –Conflicts with airline corporate IT usage of 1918 addressing (Creates corporate network routing problems) –Requires the use of special non-standard techniques to correctly identify the aircraft to the Internet –Precludes the common mesh network communication new ATC systems will require (any to any communication)

Aviation IP-v6 Drivers IP-v4 Public (routable) address depletion – per-RIR.pdf – l.html Simply there will not be addressing available for our aircraft, each aircraft will ultimately require three or more separate public network address ranges.

Other v6 Drivers DOD Mandates Asian and European government mandates & goals Air Traffic Control direction to IP-v6 Operating System and Hardware support and changes 3G, VoIP, and Gaming Application compatibility Project/program scale

v6 Growth Versus Product Life Product Life V6 Utilization 25 years 0% 100% Optimistic Pessimistic (Notional) This means that aviation will LIVE in a mixed V4 & v6 environment in both the air and ground Infrastructures for the next 20+ years!

v6 Equipment/Application Compatibility & Staff Skills Product Life V6 Compatibility & Staff Skill 25 years 0% 100% Application Compatibility Staff Skills (Notional) Equipment Compatibility

Preparation for v6 v6 Strategic planning Strategic Network Architecture based on the ARINC Domain model Early adopter support plans v4 and v6 co-existence strategy (air & ground) V4 and v6 co-existence architecture planning v6 “green field” architectures Network implementation planning Security Planning Equipment planning Application planning

V6 QoS & Traffic Management Architecture Example v6 systems can join multiple networks Implications: Architecture could assign networks for specific uses Traffic could be segregated by network –High QoS can be assigned to “a” network Voice on one, video on one, etc. –Special comm priority networks could be created ATC, FANS, ACARS, etc Link capacity could be managed by “network priority” not just “packet priority” System capability growth could be managed over time –Older less capable systems assigned to specific networks –Newer capabilities to other networks

Network Partitioning by Service Architecture Example QoS & Security Service Levels for: Network Control Voice over IP High Priority Special Projects General Purpose NSPs/Airlines/Framers/Suppliers/etc PIES Security Perimeter VOIP AOC Networks are logically partitioned. Many logical networks share a common physical infrastructure. QoS can be managed by both network & flow ATC Network Infra. Net-Mgt & Routing Data Center Security Mgt PIES

Security – Architecture Example IP-v6 Networks could: Require authentication to join –Have different authentications (ATC/AOC/PIES) –Have different security levels and encryption Utilize Transponder codes –For authentication –For encryption keying Individual systems with a single interface could: Join multiple secure networks simultaneously –With different security levels (MLS) per network –With different encryption per network –With different QoS

IP-v6 Network Overlay Concept Architecture Example Concept: Enable unified communications without impacting existing legacy services US Division Europe Home OfficeAsian Partner Airline Fleet Network Airport Networks Legacy Networks Priority Command Network Common Voice Network Common Application Network Australian NSP European NSPAsian NSP

Conceptual v6 Strategic Architecture Summary IP-v6 could provide a seamless NSP control handoffs Traffic segregation by network could provide better comm link mgmt and QoS than IP-v4 (+matches Domain model). GPS based v6 addressing could potentially allow significant control and data routing improvements. Layering of v6 networks could allow segregation of networks with similar capabilities and security levels. Security in a v6 architecture could be "network" based. “capability/compatibility" layers could allow change/evolution without updates of products, or fleets.

Conceptual v6 Aviation Strategy Full conversion is evolutionary over more than 25 years Platforms will requires IP-v6 interoperability before end-of-life Specific customers will require support for v6 Timeline to implement is in years from the first start Leverage aviation assets and expertise globally Grow the base of v6 compatible equipment Grow the base of v6 staff skills through industry sponsored training Conversions are based on requirements or business case Regulatory changes will be needed to both allow and support IP-v6

IP-v6 Summary IP-v6 WILL HAPPEN! Aviation must operate in a dual environment of v4 & v6 Full transition to IP-v6 will not happen within 25 years! V6 can evolve in the industry without major disruptive investments (if we plan for it)!