PATENT
`NUMBER
`
`FILINGOAT.
`
`'CLA
`
`9TOM S. FARMAKIS, SHARPSBURG, GA; RUSSELL D. ROUTSONG, PEACHTREE CITY,
`
`GA.
`
`* *:CONT I NU! I N DATA**:I :5:
`VERIFIED
`THIS APPLN
`
`:5: :5: 5:
`:
`: -:
`:1: :
`
`*M * :*:
`IS A CIP .OF
`
`08/062,406 05/14/93 PAT
`
`5351, 1
`
`:*: *FOREIG N/ PCT APPLICAT I ONS *:.:: :r**:: *:
`VERIFIED
`
`:* : ::::
`
`BEST COPY
`
`'",."
`
`:
`
`::,f:
`
`: SMtALL ET
`
`IF Y
`
`:S:ii-
`
`O yes
`Foreljn priority claimed
`35 USC 119 conditions met 0 yes
`-7
`e
`
`.i.ii
`Verified and Acknowledged
`
`no
`
`AS
`FILED
`t ismminin.
`
`STATE OR SHEETS
`COUNTRY ORWOS.
`
`TOTAL
`CLAIMS
`
`FILING FEE
`INDEP,
`CLAIMS RECEIVED
`
`ATTORNEY'S
`DOCKET NO.
`
`GA .
`
`3
`
`20
`
`4
`
`$457. Oi 079333o 12
`
`HOWREY AND SIMON t
`OmYY'q S G.
`a 1299 PENNSYLVANIA AVENUE 'NW
`WASHINGTON
`DC 20004-2402
`
`i/Ioo/-S"'
`
`SATELLITE BASED AIRCRAFT TRAFFIC CONTROL SYSTEM
`
`S
`
`-US.
`
`DEPT. atof COMMPat. & TM Offle- PTO*436L (rev. 10-78
`
`PARTS OF APPLICATION
`'FILED SEPARATELY
`NOTICE OF ALLOWANCE MAILED
`•
`
`ISSUE FEE
`Amount Due
`Date Paid
`
`Assistant Examiner
`
`Applications Examiner
`CLAIMS ALLOWED
`Total Claims
`Print Claim
`
`DRAWING
`.
`Sheets Drwg, Figs. Drwg.
`
`Print Fig.
`
`ISSUE
`BATCH
`Primary Examiner NUMBER
`PREPARED FOR ISSUE
`
`WARNING: The information disclosed herein may be restricted. Unauthorized disclosure may be prohibited
`by the United States Code Title 35, Sections 122, 181 and 368. Possession outside the U.S.
`Patent & Trademark Office is restricted to authorized 'employees and contractors only.
`
`Label
`Area
`
`Form PTO-436A
`(Rev. 8/92)
`
`(FACE)
`
`BOEING
`Ex. 1022, p. 1
`
`

`

`UTILITY
`SERIAL
`NUMBE
`
`PARTS OF APPLICATION
`FILED SEPARATELY
`NOTICE OF ALLOWANCE MAILED
`
`ISSUE FEE
`Date Paid
`Amount Due
`
`Assistant Examiner
`
`Applications Examiner
`CLAIMS ALLOWED
`Print Claim
`Total Claims
`
`DRAWING
`Sheets Drwg. Figs. Drwg.
`
`Print Fig.
`
`ISSUE
`BATCH
`Primary Examiner NUMBER
`PREPARED FOR ISSUE
`
`WARNING: The information disclosed herein may be restricted; Unauthorized disclosure may be prohibited
`by the United States Code Title 35, Sections 122, 1t81 and 368. Possession outside the U.S.
`Patent & Trademark Office is restricted to authorized employees and contractors only.
`
`Label
`Area
`
`Form PTO-436A
`(Rev. 8/92)
`
`E
`
`I M
`
`(FAC F)
`
`BOEING
`Ex. 1022, p. 2
`
`

`

`UTILITY
`SERIAL
`NUMBER
`-
`
`~~
`
`PATENT DATE
`
`PATENT
`NUMBER
`I--
`
`_..__
`
`____-~
`
`--
`
`OSIA 1 45,
`
`4A7
`
`PARTS OF APPLICATION
`FILED SEPARATELY
`NOTICE OF ALLOWANCE MAILED
`
`ISSUE FEE
`Amount Due
`Date Paid
`
`Assistant Examiner
`
`. A lications Examiner
`CLAIMS ALLOWED
`..
`Total Claims
`Print Claim
`
`DRAWING
`Sheets Drwg. Figs. Drwg.
`
`Print Fig.
`
`ISSUE
`BATCH
`Primary Examiner NUMBER
`PREPARED FOR ISSUE
`
`WARNING:
`
`The information disclosed herein may be restricted. Unauthorized disclosure may be prohibited
`by the United States Code Title 35, Sections 122, 181 and 368. Possession outside the U.S.
`Patent & Trademark Office is restricted to authorized employees and contractors only.
`
`Label
`Area
`
`Form PTO-436A
`(Rev. 8/92)
`
`(FACE
`
`BOEING
`Ex. 1022, p. 3
`
`

`

`08/275,547
`
`SATELLITE BASED AIRCRAFT TRAFFIC CONTROL SYSTEM
`
`Transaction History
`
`Transaction Description
`Date
`08-12-1994 Notice Mailed--Application Incomplete--Filing Date Assigned
`11-03-1994 Application Is Now Complete
`12-12-1994 Application Captured on Microfilm
`01-17-1995 Transfer Inquiry
`02-01-1995 Case Docketed to Examiner in GAU
`03-06-1995 Non-Final Rejection
`03-09-1995 Mail Non-Final Rejection
`03-22-1995
`Information Disclosure Statement (IDS) Filed
`03-22-1995
`Information Disclosure Statement (IDS) Filed
`09-08-1995 Response after Non-Final Action
`09-08-1995 Request for Extension of Time - Granted
`09-29-1995 Date Forwarded to Examiner
`Final Rejection
`11-15-1995
`11-16-1995 Mail Final Rejection (PTOL -326)
`Request for Extension of Time - Granted
`04-16-1996
`05-24-1996 Aband. for Failure to Respond to O. A.
`05-30-1996 Receipt of all Acknowledgement Letters
`06-03-1996 Mail Abandonment for Failure to Respond to Office Action
`10-01-1996 Change in Power of Attorney (May Include Associate POA)
`01-03-1997 Communication - Re: Power of Attorney (PTOL-308)
`02-15-2000 Case Reported Lost
`05-19-2000 Case Found
`
`BOEING
`Ex. 1022, p. 4
`
`

`

`DO /27554's7
`
`CONTENTS
`
`APPROVED FOR LICENSE
`
`INITIALS
`
`DEC 2 9 1994
`LICENSING & REVIEW
`
`3.
`
`4.
`
`V
`
`6.
`
`____o__1.
`
`a 64 11.
`
`_____
`
`____
`
`___
`
`.12.
`
`k-
`
`flmoivs 05
`.
`,Lum
`ACCESS ACKNOWLED)GEMENT
`
`3-
`
`2-7
`
`779tZ
`
`D
`
`_____
`
`_____
`
`____15.
`
`_____
`
`_____
`
`____16.
`
`_____
`
`_____
`
`____17.
`
`_____
`
`_____
`
`____18.
`
`21.
`
`22.
`
`23.
`
`* 24.
`
`25.
`
`26.
`
`27.
`
`28.
`
`* 29.
`
`.30.
`
`31'.
`
`32.
`
`(FRONT)
`
`BOEING
`Ex. 1022, p. 5
`
`

`

`..6j
`
`Date
`Received
`or
`Mailed
`
`_________1.
`
`Application
`
`papers.
`
`________ _______
`
`2.
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_____
`
`_____
`
`____10.
`
`__
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`____
`
`___
`
`____
`
`___15.
`
`_____
`
`_____ _____1
`
`__AI
`
`.
`
`a
`
`22.
`
`23.
`
`24.
`
`25.
`
`26.
`
`27.
`
`28.
`
`29.
`
`_____
`
`_____
`
`____30.
`
`__
`
`_
`
`_
`
`__
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_____
`
`_____
`
`____31.
`
`__
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_____
`
`_____32.
`
`__
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`_
`
`(FRONT)
`
`BOEING
`Ex. 1022, p. 6
`
`

`

`APPROVED FOR LICENSE O
`
`IN(TIALS
`
`Date-
`Entered
`..or
`Counted
`
`CONT
`
`TS
`
`Date.
`Received
`or
`Mailed
`
`papers.
`
`6.
`
`~a
`
`S~i~a~i~ ~r
`
`--
`
`-~--
`
`~
`
`it .
`
`,,
`
`.
`
`--
`
`10.
`
`11.
`
`12.
`
`14.
`
`15.
`
`16.
`
`17.
`
`18.
`
`19.
`
`20.
`
`21.
`
`22.
`
`23.
`
`24.
`
`25.
`
`26.
`
`27.
`
`28.
`
`29.
`
`30.
`
`31.
`
`32.
`
`nara~a~gi~
`
`,,I ..
`
`(FRONT)
`
`7 9
`
`-
`
`--
`
`-~- -----
`
`m
`
`.
`
`'-
`
`--
`
`BOEING
`Ex. 1022, p. 7
`
`

`

`Staple Issue Slip Here
`
`U-
`
`POSITION
`CLASSIFIER
`EXAMINER
`TYPIST
`VERIFIER
`CORPS CORR.
`SPEC. HAND
`FILE MAINT.
`DRAFTING
`
`ID NO.
`
`_
`
`__
`
`_F
`
`DATE
`22 "
`"---
`/
`
`4
`
`-
`
`,
`
`o-.
`
`//-3 -P
`
`INDEX OF CLAIMS
`
`Claim
`
`Date
`
`1
`
`c
`
`Date
`
`Claim
`
`co
`
`51
`52
`53
`54
`55
`56
`57
`58
`59
`60
`61
`62
`63
`64
`65
`66
`67
`68
`69
`70
`71
`72
`73
`74
`75
`76
`77
`78
`79
`SYMBOLS
`80
`Rejected
`,/ .................................
`81
`= ................................ Allowed
`(Through nuniberal) Canceled
`.
`82
`Restricted
`+ ...............................
`83
`N ................................. Non-elected
`Intererence
`I .................................
`84
`A .................. :............. Appeal
`Objected
`0 .............................
`85
`86
`87
`88
`89
`90
`91
`92
`93
`94
`95
`961
`97
`98
`99,
`100
`
`(LEFT INSIDE)
`
`1S.1
`1,
`
`11 11
`
`19
`
`22
`23
`
`24
`25
`26
`27
`28
`29
`30
`31
`32
`
`34
`35
`36
`
`38
`39
`40
`41
`42
`43
`44
`45
`46
`47
`48
`49
`50
`
`BOEING
`Ex. 1022, p. 8
`
`

`

`___SEARCHED
`Date JExmr.
`Class
`Sub.
`
`q zz
`
`faya
`176U
`
`:?6yS?vaS
`
`Daj
`
`SEARCH NOTES
`
`qF
`
`YYYI --
`
`_I .
`
`02 MAR 95
`0 8/2755147 .....
`ACT Aii5iiIL
`
`*Li
`
`i I.
`Li (
`Li (
`LS (
`
`*L6 (
`L] (
`LB (
`(
`L9
`LID (
`*L11 (
`(
`Lii
`L13 (
`L14 (
`LIS (
`Lii
`L17 (
`*LIB (
`L19 (
`L20
`L21 (
`
`iSBR6)SEA FILR.USPAT 364/449,453,ii39.
`424 .06, 516CC iS
`5i9)SEA FILR-iJSPAT 342/3614S1 5,46i/CCLS
`53/SEA FILE.USPAT 340/9911CCLS
`1504)SEA FILE-SSPAT Li OR L2 OR L3
`I162i/ SEA FILE-USPAT CPS OR GLOBAL POSTION)//
`OR SATELLITE/
`4373)SEA FILE-US PAT AIRCRAFT
`725/SEA FILEIJSPAT L5(P)L6
`122/iREA FILE.'USPAT TRACKING STATIONi
`.)SEA FILEeUSPAT L7/P)LS
`SI SEA F LR..USPAT L7 ASD LB
`)/SEA FILSeUSPAT SSRSAIR/ASN
`2/SEA FILE..USPAT LTANSS RAJAS/iS
`1557/SEA FILE..SSPAT SARRS/ASN
`62/SEA FILE-USPAT L13 ABS LS
`7/SEA FILEeUSPAT L6 ANS L14
`55 )SEA FILE-SPAT Li4 BOT LIS
`146) SEA Ft LE-USPAT ATE OR AIS TRAFFIC CONTROL
`25)SCA FILEeUSPAT L/P/ L17
`87i/SEA FILE..SSPAT CPS R CLAL rOSITIO111,,
`127/SEA FILE-USPAT Li/PILBS9
`i/SEA FILEeUSPAT LB ASS L20
`
`L22
`L23
`L24
`L25
`L2B
`L27
`L2i
`L29
`L30
`L31
`*L32
`*L33
`L34
`
`L36
`
`1504 5 L4
`1476 S L1i
`57 S L22 ANS L23
`11621 S LS
`162003 S DIFFCEENTIAL
`451 S L5/P/L26
`123 S L25/5A)L26
`JS S A1SSESAFT ASS L28i
`2iS 5Lii
`2 5 (GPS RECEIVERS)(lA)AVERASPP#
`103 S (iPS RECEIVES)
`7 S ASRCRAFT(P) Lii
`15675 S EDUNDSANT
`
`22 S FLEET MAAAGEMENT
`
`I.
`
`INTERFERENCE SEARCHtb
`Class
`Sub.
`Date
`Ex m.
`
`+ 1
`
`5
`
`;
`
`04 O
`085/2]5541. ... .. ....
`SET RSANGE 1995
`E 4a14711/U REF
`5 S Ei 'LAN.,19951
`951
`41,S AIRCRAFT/5A)TRACKSB RLAB.(t
`120 S 364/44453,439ii424.06.
`460/CC LS FAN.(19951
`342/ 36,357iii.Bii/CCLS
`75 S
`RAN.11i9iS
`34 S 340/9iS9i9iiS/CCLS RAi.1
`167 S Li OR L4 OS L5 0.1.195)
`B S Li AND L6 RAN.LiiS5i
`i3 S L2 SOT L7 O.O.S/iiii
`95)
`116 S ATC OR AIR TRAFFIC RANi.I19
`(19951
`iifi S COON (CAS/PI AIRCRAFT RAN,
`1995)
`4R S I OSSTI F /5A/AIRSCRAMT SAN.(
`19 S Li AND LID RAi.(19951
`B S Lii ANiS L12 RAN-Iii95I
`
`L1
`L2
`Li
`
`L4
`
`L5
`
`Li
`L7
`LB
`Li
`tic
`IILii
`L12
`Lii
`
`i
`
`I; .(RIf3HT
`
`OUTSIDE)
`
`BOEING
`Ex. 1022, p. 9
`
`

`

`BAR CODE LABEL
`
`I
`
`
`
`11111111118111111111IIIAl IlllilillUlilli
`
`U.S. PATENT APPLICATION
`
`SERIAL NUMBER
`
`08/275,547
`
`07/15/94
`
`2617
`
`TOM S. FARMAKIS, SHARPSBURG, GA; RUSSELL D. ROUTSONG, PEACHTREE CITY, GA.
`
`**CONTINUING DATA*********************
`VERIFIED
`THIS APPLN IS A CIP OF
`08/062,406 05/14/93 PAT
`
`5,351,194
`
`**FOREIGN/PCT APPLICATIONS************
`VERIFIED
`
`***** SMALL ENTITY *****
`
`STATE OR
`COUNTRY
`
`SHEETS
`DRAWING
`
`TOTAL
`CLAIMS
`
`GA
`
`3
`
`20
`
`R EDWARD BRAKE
`HOWREY AND SIMON
`1299 PENNSYLVANIA AVENUE NW.
`WASHINGTON BC 20004-2402
`
`SATELLITE BASED AIRCRAFT.TRAFFIC CONTROL SYSTEM
`
`S
`p
`
`w-
`
`This is to certify that annexed hereto is a true copy from the records of the United States
`Patent and Trademark Office of the application which is identified above.
`By authority of the
`COMMISSIONER OF PATENTS AND TRADEMARKS
`
`Date
`
`Certifying Officer
`
`BOEING
`Ex. 1022, p. 10
`
`

`

`PATENT APPLICATION SERIAL NO. _
`
`U.S. DEPARTMENT OF COMMERCE
`PATENT AND TRADEMARK OFFICE
`FEE RECORD SHEET
`
`PTO-1556
`(5/87)
`
`BOEING
`Ex. 1022, p. 11
`
`

`

`Transaction History Date cf ' - 07-
`Date information retrieved from USPTO Patent
`Application Information Retrieval (PAIR)
`system records at www.uspto.gov
`
`Docket No. 07933/012
`
`IN THE UNITED STATES PATENT AND TRADEMARK OFFICE
`
`s &F= entor(s): T.S. Farmakis, R.D. Routsong
`
`Serial No.:
`
`Unassigned
`
`Filing Date: Herewith
`
`Group Art Unit: Unassigned
`
`Examiner: Unassigned
`
`For: Satellite Based Aircraft Traffic Control
`System
`
`Box PATENT APPLICATION
`Commissioner of Patents and Trademarks
`Washington D.C. 20231
`
`APPLICATION TRANSMITTAL
`
`SIR:
`
`Enclosed are:
`
`1.
`
`2.
`
`3.
`
`1 sheet of cover page, 38 sheets of specification, 6 sheets of claims, and 1 sheet of
`abstract.
`
`3 sheet(s) of drawings..
`
`Other enclosures:
`
`Transmittal of Application Under 37 C.F.R. § 1.41(c)
`
`The filing fee has been calculated as shown below:
`
`Basic Fee
`
`Total Claims
`
`Independent Claims
`Multiple Dependent
`
`Number Filed
`
`Number Extra
`
`Rate ($)
`
`Fee ($)
`
`20
`
`4
`
`- 20 =
`
`- 3
`
`0
`
`1
`
`22.00
`
`74.00
`
`ii230.00
`
`710.00
`
`0.00
`
`74.00
`
`Total
`Small Entity Total (if applicable)
`
`784.00
`392.00
`
`---
`
`BOEING
`Ex. 1022, p. 12
`
`

`

`Respectfully submitted,
`
`Dated: July 15, 1994
`
`R. Edward Brake (Reg. No. 37,784)
`
`HOWREY & SIMON
`1299 Pennsylvania Avenue, N.W.
`Washington, D.C. 20004-2402
`(202) 783-0800 (telephone)
`(202) 383-6610 (telecopier)
`
`BOEING
`Ex. 1022, p. 13
`
`

`

`
`
`UNITED STATES PATENT APPLICATION
`UNITED STATES PATENT APPLICATION
`
`OF
`OF
`
`TOM FARMAKIS AND RUSSELL D. ROUTSONG
`TOM FARMAKIS AND RUSSELL D. ROUTSONG
`
`FOR
`FOR
`
`SATELLITE BASED AIRCRAFT TRAFFIC CONTROL SYSTEM
`SATELLITE BASED AIRCRAFT TRAFFIC CONTROL SYSTEM
`
`
`
`
`
`
`
`BOEING
`
`EX. 1022, p. 14
`
`BOEING
`Ex. 1022, p. 14
`
`

`

`%~ci
`
`Nu~i,
`
`SATELLITE BASED AIRCRAFT TRAFFIC CONTROL SYSTEM
`
`Cross Reference to Related Applications
`
`c
`
`This application is a continuation-in-part of copending application
`serial no. 08/062,406, filed May 14, 1993 nd incorporated herein by
`reference.
`4vn
`0(. Pat
`.(T-/;
`
`i/q
`
`Background of the Invention
`The invention relates to a system for the tracking and control of
`aircraft and other vehicles and the communication between aircraft and
`traffic controllers, and specifically to a satellite based system for tracking,
`5 guiding, controlling and communicating with aircraft and vehicles in the air,
`in the water and on the ground.
`Present air traffic control systems consist of a network of terminal area
`and enroute surveillance radar systems. These systems consist of both
`primary and secondary radar systems and computers that display usable data
`for the control of air traffic in the national and international airspace systems.
`The basic radar system consists of Primary Radar which operates by
`transmitting a pulsed radio signal at a known azimuth (direction, in degrees
`from North) from the radar antenna and measures the time it takes to
`receive the reflected signal from an object (aircraft) in space back to the
`
`10
`
`15
`
`point of transmission. This time factor determines the range in nautical miles
`from the radar site and the direction is determined by the azimuth from
`which the signal is received. The limitations of using only this system result
`
`in the loss of targets because of the difficulty in detecting weak reflected
`radar return signals attenuated by atmospheric conditions.
`
`20
`
`25
`
`Secondary radar, known as the Air Traffic Control Radar Beacon
`System (ATCRBS), utilizes cooperative equipment in the form of radio
`receiver/transmitter (Transponder). Radar pulses transmitted from the
`searching radar transmitter interrogate the airborne transponder. In response
`to receiving the interrogating signal from the radar, the Transponder
`transmits a distinctive signal back to the Radar Beacon System's antenna.
`
`BOEING
`Ex. 1022, p. 15
`
`

`

`10
`
`15
`
`5
`
`For example Delta flight 195 to Dallas (Da1195) is requested to squawk
`"4142," resulting in the aircraft transponder being dialed to code "4142." The
`computer at the air traffic control (ATC) facility is preprogrammed to
`understand that transponder code "4142" corresponds to Da1195. The signal
`transmitted by the Transponder is typically coded to provide both aircraft
`altitude and aircraft identification data (4142) for processing by the air traffic
`controller's computer for display on the air traffic controller's radar scope.
`The aircraft's transponder is connected to an altitude encoder which encodes
`altitude data based on the altitude of the aircraft as determined from the
`aircraft altimeter. In addition, the aircraft's speed is presently determined by
`the ATC computer by measuring the time and distance differences from
`subsequent transmissions of the Transponder. The aircraft transponder code,
`altitude, and speed may be displayed on the controller's radar screen.
`However, present radar-based air traffic control systems suffer from a
`number of disadvantages and drawbacks. Radar systems, even when used in
`conjunction with secondary radar, provide limited range and accuracy in the
`determination of the location and altitude of an aircraft. The range of radar
`is inherently limited due to obstacles in the line. of sight of the radar,
`curvature of the earth, atmospheric conditions, etc. Search radar has a range
`20 of approximately 300 to 350 nautical miles, while terminal radar is utilized
`only for about 30 nautical miles. Radar coverage is not available in many
`areas of the world, and is not available at all altitudes in the United States.
`Presently, radar is also used to track and determine the location of
`aircraft on the ground One current system is known as the Airport Surface
`25 Detection Equipment (ASDE), which is a high resolution radar system with a
`tower mounted radar antenna that "looks" down on the airport surface. This
`system tracks aircraft on the surface to a given altitude, for example from the
`surface to an altitude of 185 feet. This type of surface detection system has
`a number of disadvantages, including: a prohibitively high cost, aircraft
`targets are not tagged (location of aircraft is identified only by radio
`communications), the system produces split (ghost) targets, buildings and
`hangars restrict the view of some portions of the airport surface, high
`
`30
`
`BOEING
`Ex. 1022, p. 16
`
`

`

`10
`
`15
`
`sensitivity of the system resulting in long periods of downtime for
`maintenance, and the system is not interfaced with departure controllers
`requiring the landing aircraft to be off the parallel runway before the
`departing aircraft can be released. Keeping track of the exact location of
`5 aircraft is important in low visibility conditions and enables controllers to
`expedite the flow of traffic.
`In addition, the present communication process between aircraft and
`air traffic controllers is standardized, however, it is inherently subject to
`errors or miscommunications. Presently, air traffic controllers and aircraft
`exchange information and communicate orally (verbally) via two-way radio.
`Therefore, with the exception of information obtained via primary and
`secondary radar, all information from the aircraft regarding the aircraft's
`status (i.e., aircraft is okay, emergency condition, equipment malfunction), the
`aircraft's speed, heading, and identification of the aircraft, and instructions
`from the air traffic controller are communicated verbally via two-way radio.
`Thus, the exchange of accurate information between the air traffic controller
`and the aircraft is dependent upon hearing, understanding and recording a
`clear verbal communication via two-way radio. This reliance upon human
`hearing and interpretation during the communications process provides an
`inherent opportunity for errors or miscommunication and complicates the air
`traffic controller's job; particularly in light of the background and engine
`noise present on aircraft, poor radio performance or unclear speech.
`Such miscommunication between flight crews and air traffic controllers
`can lead to serious problems. A controller may be giving instructions to the
`25 pilot of one aircraft on his radar screen and obtain an acknowledgement of
`the instructions from a pilot of another aircraft with a similar call sign or
`flight number. The only true verification that the correct aircraft received the
`instructions is a verbal verification of the correct call sign, or by observance
`by the controller that the aircraft called responded correctly to the
`instructions. If the wrong aircraft (or multiple aircraft) comply with the
`instructions and several aircraft are on the controller's screen, it may be
`difficult for the controller to recognize the error and safety can easily be
`
`30
`
`20
`
`BOEING
`Ex. 1022, p. 17
`
`

`

`5
`
`compromised. Another common communication problem a controller may
`encounter is receiving an initial call from an aircraft and having difficulty
`identifying the corresponding aircraft on his radar screen. This is prevalent
`with the current system since all aircraft operating under Visual Flight Rules
`("VFR") emit the same transponder code (1200). While standard codes
`emitted by a transponder are understood to communicate specific
`information, such as transponder code "7600" indicates radio failure, and code
`"7700" indicates an emergency, such transponder (radar) communication
`provides very limited communication of information (limited types of
`10 messages and only one message/communication at a time) and only operates
`in a radar environment.
`Alternative ATC systems have been proposed that would use the
`global positioning satellites (GPS). Such a proposed alternative is discussed
`in chapter 12 of Logsdon, The Navstar Global Positioning System, Von
`15 Neistrand Reinhold (1992). In The Navstar Global Positioning System,
`Logsdon discusses the proposed use of GPS receivers on board aircraft,
`wherein the aircraft transmits its GPS aircraft vector to air traffic controllers
`for display on the air traffic controllers' screen. However, Logsdon's
`discussion fails to provide any details of such a system or how it could be
`implemented. Furthermore, Logsdon's proposal does not address ground or
`surface detection of aircraft. Also, the Logsdon proposal fails to address the
`need for improved communication of information between aircraft and air
`traffic controllers, and the need for a technique to identify the aircraft that is
`communicating with the air traffic controller.
`Furthermore, present aircraft navigation and precision landing systems
`have a dumber of disadvantages. In the 48 contiguous United States, most
`instrument navigating is done with the aid of a VHF Omnidirectional Range
`(VOR) receiver for using the VHF radio signals emitted by the ground based
`VOR transmitters. Virtually all enroute navigation and many instrument
`approaches use these signals, which are broadcast in the frequency range
`108.0 to 119.0 Mhz. The VOR signal is a blinking omnidirectional pulse, and
`has two parts: a reference phase signal and the variable phase signal. It its
`
`20
`
`25
`
`30
`
`BOEING
`Ex. 1022, p. 18
`
`

`

`5
`
`10
`
`transmitted in such a way that the phase between these two signals is the
`same as the number of degrees the receiving aircraft is from the VOR
`station. The VOR receiver and equipment uses the signals to determine its
`magnetic direction, or course, from the VOR.
`An additional navigation aide is known as Direction Measurement
`Equipment (DME). DME uses two-way (interrogation and reply) active
`spherical ranging to measure the slant range between the aircraft and the
`DME transmitting station. Many pilots and navigators vector airplanes from
`waypoint to waypoint using the signals from VOR/DME, rather than
`traveling in a straight line. As a result, aircraft are not traveling the shortest
`distance, causing increased fuel usage and increased travel time. Also, routes
`along the VOR/DME stations become heavily traveled resulting in increased
`probability of mid-air collisions.
`In addition, many aircraft employ so-called Instrument Landing
`15 Systems (ILS) for performing precision landings. ILS includes several VHF
`localizer transmitters that emit focused VHF signals upwardly from the
`airport to provide horizontal guidance to the aircraft and its autopilot
`systems. ILS also includes a UHF glideslope transmitter that radiates a
`focused UHF signal that angles downwardly across the runway to provide
`20 vertical guidance. While ILS provides an effective technique for precision
`landings, such ILS precision landings are not possible where the airport does
`not include such localizer and glideslope transmitters.
`The foregoing demonstrates a need for an improved air and ground
`traffic control systems for aircraft. There is also a need for improved
`communrication and exchange of information between aircraft and air traffic
`controllers, and a need for a system that allows controllers to verify the
`communicating aircraft. There is also a need for an effective navigation
`system that does not rely on VOR/DME stations, and for an aircraft landing
`system that does not rely on localizer and glideslope transmitters.
`30 Summary of the Invention
`The traffic control system of the invention meets these needs and
`overcomes the disadvantages and drawbacks of the prior art by providing an
`
`25
`
`__
`
`BOEING
`Ex. 1022, p. 19
`
`

`

`10
`
`15
`
`aircraft unit on board an aircraft and an air traffic control (ATC) facility that
`communicate via data link. The aircraft unit includes an ATC Aircraft
`Reporting and Tracking System (AARTS) processor for controlling
`operations of the aircraft unit, GPS receivers for determining the aircraft'
`5 position, track, altitude, and speed, a GPS data comparator for comparing the
`GPS data, a two-way radio, and a transmitter and receiver for transmitting
`-and receiving (communicating) data and other information over a data link.
`Data that are communicated may include GPS data (altitude, position,
`heading and speed) and aircraft identification data (registration number,
`flight number, etc.), while other information communicated may include
`aircraft status information, requests, questions, responses, flight instructions,
`landing instructions, flight path information, information concerning
`conflicting aircraft, etc.
`The ATC facility includes a transmitter and receiver for transmitting
`and receiving an information transmission (comprising data and other
`information) over the data link, a data decoder/detector for detecting data
`and communications in a received information transmission, a two way radio,
`an ATC computer for controlling operations at the ATC facility and
`identifying received data and communications, and a display for displaying
`the location and status of aircraft. Aircraft periodically transmit identification
`information, their GPS position, track, speed, and altitude, their status, and
`other information to the ATC facility. Based on this received information,
`the ATC facility continuously monitors and tracks aircraft. Because each
`aircraft transmits a different and predetermined identification, the ATC
`facility knows the identity of each target on the ATC controller's display.
`This system provides the additional advantage of allowing the ATC to
`accurately track aircraft without using radar, thereby avoiding the problems
`and disadvantages of radar, such as ghosts, limited range due to curvature of
`the earth and line-of-sight problems, etc. Furthermore, the tracking system of
`the invention may operate even in areas where no radar coverage is
`available. Also, the communication of requests, responses, information and
`data over a data link between aircraft and the ATC facility provides more
`
`20
`
`25
`
`30
`
`BOEING
`Ex. 1022, p. 20
`
`

`

`accurate and complete communications than two-way radio, and avoids any
`miscommunications or misinterpretation of speech that commonly occur with
`two-way radio.
`In addition, the aircraft unit also includes a transmit detector for
`5 detecting when the aircraft's two-way radio is transmitting. The ATC facility
`receives the transmit detect code along with the aircraft's identification via
`data link, thereby indicating when the aircraft's two-way radio is transmitting.
`This code may be displayed on the controller's display and allows the
`controller to identify or confirm exactly which aircraft on his screen/display
`10 he is communicating verbally over the two-way radio.
`The system of the invention may be used to track aircraft in the air or
`on the ground. The ATC facility may include a pseudo-satellite, or a GPS
`receiver that acts as a base station to allow aircraft GPS receivers to operate
`in differential mode. In differential mode, the ATC facility determines the
`15 GPS pseudo-range correction by subtracting the geometric range (based on
`the facility's known location) from the pseudo-range (calculated using GPS
`signals). This correction may be used by the aircraft or the base station to
`obtain much more accurate aircraft positioning.
`Each aircraft may include a flight control system for automating the
`flight and navigation of the aircraft. The flight control system includes a
`flight control computer for controlling the operation of the flight control
`system, GPS receivers, and a control panel. The flight control computer is
`connected to various aircraft interfacing systems, aircraft instrumentation,
`aircraft sensors, external navigation aids, and autopilot servos and servo
`drives. In an autopilot mode, the flight control computer automatically
`controls the aircraft to fly on a predetermined flight path. The flight control
`computer uses GPS data, and may use signals from external navigation aids
`and aircraft sensors to navigate the aircraft on the predetermined flight path.
`The aircraft may perform a precision (automatic) landing in the autoland
`30 mode using only GPS data, and preferably differential GPS data, rather than
`relying on the localizer and glideslope at the airport. The systems and
`methods of the invention may also be used on other vehicles, such as ships,
`
`25
`
`20
`
`BOEING
`Ex. 1022, p. 21
`
`

`

`boats, automobiles, and railroads.
`Brief Description of the Drawings
`Fig. 1 is a block diagram of an aircraft unit constructed according to
`the principles of the invention.
`Fig. 2 is a block diagram of an air traffic control facility constructed
`according to the principles of the invention.
`Fig. 3 is a block diagram of a flight control system constructed
`according to the principles of the invention.
`Detailed Description
`
`Air Traffic Control System
`Referring to the drawings in detail, wherein like numerals indicate like
`elements, Figs. 1-2 show the overall structure of a satellite based air traffic
`control (ATC) system according to the principles of the invention. Fig. 1
`illustrates an aircraft unit 18 of the ATC system. Fig. 2 illustrates an ATC
`facility 48 of the satellite based ATC system according to the principles of the
`invention.
`Referring to Fig. 1, aircraft unit 18, which is fixed to a conventional
`aircraft platform, includes dual global positioning system ("GPS") receivers 20
`and 22 for determining the aircraft's position (longitude, latitude), speed,
`altitude, and tracking. Other types of satellite receivers, such as receivers for
`receiving signals from. the Soviet Glonass satellites, may be used. As well
`understood by those skilled in the art, each GPS. satellite transmits binary
`pulse trains, copies of which are created in the GPS receiver electronics. The
`GPS receiver antenna detects the signals (binary pulse trains) transmitted
`from .GPS satellites, amplifies the received signals, and inputs them into two
`tracking loops that lock onto the carrier waves. The GPS pulse train is
`adjusted in the tracking loop until it is brought into correspondence with the
`satellite pulse train. When correspondence is achieved, the GPS receiver
`resident processor can determine time signal travel time based on the pulse
`adjustment. The GPS receiver resident processor then may determine the
`pseudo-range (distance from the GPS receiver to each satellite) based on the
`signal travel time (plus or minus clock bias error) multiplied times signal
`
`5
`
`10
`
`15
`
`20
`
`25
`
`30
`
`BOEING
`Ex. 1022, p. 22
`
`

`

`5
`
`travel time; (pseudo-range = C x delta T). The GPS receiver may then
`determine its location using four pseudo-ranges, solving four simultaneous
`equations having four unknowns (clock bias error drops out), as well known
`to those skilled in the art. The GPS receiver resident microprocessor
`automatically determines the user's current position (longitude, latitude),
`altitude, tracking and speed (navigation solution).
`Each GPS receiver should be a multi-channel receiver for receiving
`positioning signals from a plurality of GPS satellites. A number of GPS
`receivers are commercially available from such companies as Sony
`10 Corporation, Motorola, Rockwell International (the Navcore V GPS
`receiver), and others. One such commercially available GPS receiver is the
`Nay 1000 GPS receiver manufactured by Magellan Systems Corporation. The
`data output by GPS receivers 20 and 22 are output to GPS data comparator
`24.
`
`15
`
`20
`
`In a large commercial aircraft, GPS receivers 20 and 22 should be
`placed at opposite ends of the aircraft, for example, 100 feet apart. In large
`or small aircraft, the GPS receivers may alternatively be placed side-by-side.
`GPS data comparator 24 compares the data (location, altitude, speed,
`tracking) from both GPS receivers.
`GPS receiver switch 26 is connected to comparator 24 and allows the
`selection of comparator 24 into one of three modes: 1) normal mode, 2)
`GPS1, and 3) GPS2. In the normal mode, comparator 24 compares the GPS
`data from the two GPS receivers 20, 22, to ensure that the data from these
`two receivers are reasonable compared to each other based on the distance
`separating the two receivers 20 and 22. In the normal mode, for example,
`GPS data comparator 24 may compare the data between the first and second
`GPS receivers 20 and 22 to determine whether the data from the first GPS
`receiver 20 is within a predetermined range of the data of the second GPS
`receiver 22. This GPS data from both GPS receivers is then output to the
`30 ATC Airciaft Reporting and Tracking System (AARTS) processor 28. The
`AARTS processor 28 controls the overall operation of the aircraft unit 18 of
`the ATC system and is discussed in greater detail hereinbelow. The GPS
`
`25
`
`BOEING
`Ex. 1022, p. 23
`
`

`

`5
`
`10
`
`15
`
`integrity line 25 from comparator 24 indicates whether the GPS data output
`by comparator 24 is correct or reasonable based on the comparison between
`the GPS data of the two GPS receivers .20, 22, or comparison between the
`GPS data and additional aircraft navigation equipment, such as the aircraft
`inertial reference system. In other words, GPS integrity line provides an.
`indication as to the integrity of the operation of the GPS receivers 20 and 22
`and whether such GPS may be relied upon. A logic output of "1" on line 25
`may indicate that the data of GPS receivers 20 and 22 are within a
`predetermined range (i.e., 3%) of one another. A logic output of "0" on line
`25 may indicate that the data from the two GPS receivers are not within the
`predetermined range, and therefore should not be relied upon. Alternatively,
`comparator 24 may average the data from the first GPS receiver with that of
`
`the sec