Hazeltine Corp. v. United States

10 Cl. Ct. 417, 230 U.S.P.Q. (BNA) 721, 1986 U.S. Claims LEXIS 860
CourtUnited States Court of Claims
DecidedJune 12, 1986
DocketNo. 623-81C
StatusPublished
Cited by13 cases

This text of 10 Cl. Ct. 417 (Hazeltine Corp. v. United States) is published on Counsel Stack Legal Research, covering United States Court of Claims primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Hazeltine Corp. v. United States, 10 Cl. Ct. 417, 230 U.S.P.Q. (BNA) 721, 1986 U.S. Claims LEXIS 860 (cc 1986).

Opinion

OPINION

LYDON, Judge:

In this patent case, plaintiff, Hazeltine Corporation, seeks “reasonable and entire compensation” pursuant to 28 U.S.C. § 1498 (1982) for the alleged unauthorized use by or for the United States of the invention disclosed and claimed in United States Patent No. 3,836,977, entitled “Antenna System Having A Reflector With A Substantially Open Construction” (hereinafter referred to as the Wheeler or ’977 patent). The ’977 patent, applied for on June 25, 1973, was issued to Harold A. Wheeler on September 17, 1974 and thereafter assigned to plaintiff.

Plaintiff asserts that the ’977 patent covers certain antennas (the accused devices) built and supplied to the government by Texas Instruments (TI) and Radiation Systems, Inc. (RSi) in connection with separate [419]*419contracts between those companies and the government (Contract Nos. DOT-FA77WA-3988 dated June 30,1977 (TI) and DTFA01-81-C-20118 dated September 30, 1981 (RSi)). The accused devices are intended for use in the Air Traffic Control Radar Beacon System (ATCRBS) administered by the Department of Transportation’s (DOT) Federal Aviation Administration (FAA). Plaintiff’s administrative claim, filed on June 14, 1979, that the antennas being manufactured by TI were covered by the ’977 patent was formally denied by DOT on September 10, 1980.

Only the question of liability is now before the court, quantum having been reserved by the parties for further proceedings, if necessary. Defendant denies liability on three principal and separate grounds. First, it maintains that it is permitted, under the terms of an April 25, 1973 contract between Transportation Systems Center (TSC) of DOT and plaintiff (Contract No. DOT-TSC-598, the “ ’598 contract”) to use the invention royalty-free since the invention was developed, i.e., reduced to practice, during the course of the ’598 contract. Next, it maintains that the ’977 patent is invalid on the grounds of anticipation and obviousness. Finally, defendant argues that the accused devices do not infringe the ’977 patent. Plaintiff, of course, vigorously disputes these contentions.

After a 9-day trial, and upon consideration of the pre- and post-trial submissions of the parties, and after oral argument, the court finds that the evidence presented strongly supports the conclusion that the subject of the ’977 patent was first reduced to practice during the ’598 contract as maintained by defendant. Accordingly, since this conclusion serves to dispose of this litigation, it is unnecessary to address the other issues before the court. See McDonnell Douglas Corp. v. United States, 229 Ct.Cl. 323, 325, 670 F.2d 156, 158, 214 USPQ 857 (1982); Mine Safety Appliances Co. v. United States, 176 Ct.Cl. 777, 781, 364 F.2d 385, 387, 150 USPQ 453 (1966). See also Autogiro Co. v. United States, 181 Ct.Cl. 55, 92, 384 F.2d 391, 415, 155 USPQ 697 (1967).

I.

The court makes the following findings of fact, which are presented in narrative form. Additional facts found by the court will be set forth as necessary when discussing the dispositive reduction to practice issue.

An antenna is used either to transmit or receive energy into or from free space. An antenna radiates wave energy in the form of an electromagnetic field in space that is produced by oscillating currents on the antenna. This field propagates outwardly from the antenna in many directions and consists of two components, an electric field and a magnetic field, which are at right angles to each other and which are both perpendicular to the direction of the propagation. The spatial distribution of this radiated energy constitutes the antenna’s “radiation pattern.” The bandwidth of an antenna is the band of frequencies over which the antenna meets the operational requirements of the given system.

The antennas at. issue are used in Air Traffic Control (ATC) systems to assist in determining the location of aircraft in the control area. ATC systems depend on radar to locate the aircraft. Primary radar systems, called Airport Surveillance Radar (ASR) and Air Route Surveillance Radar (ARSR), determine the position of aircraft by transmitting radio signals that are reflected by the aircraft. The direction in which the rotating radar antenna is pointing when the reflected signal is received establishes the aircraft’s azimuth (horizontal) location. The time it takes for the radio signal to reach the aircraft and be reflected back fixes the range (distance) of the aircraft. The antennas at issue are not part of the primary radar systems.

For some time (apparently since the m'id-1950’s), primary radar systems have been supplemented by secondary radar beacon systems. The type of secondary system involved herein is known as the Air Traffic Control Radar Beacon System (ATCRBS). ATCRBS sends (transmits) an “interroga[420]*420tion” signal, which, when received by a transponder in the aircraft, causes it automatically to emit a “reply” (beacon) signal.1 ATCRBS determines the azimuth and range of the aircraft in a manner similar to that of the primary radar systems. In ATCRBS, however, the transponder may also send, with the reply signal, specially coded signals to the ground station to furnish it with additional information, e.g., identity of the aircraft and its altitude. This information appears near the “blip” on the radar screen representing the aircraft. The antennas at issue are used in ATCRBS.

Primary (ASR or ARSR) and secondary (ATCRBS) radar and beacon systems are used at many air traffic control sites. ASR and ARSR use a reflector type antenna that is mounted on a pedestal and rotated at a constant rate. The ATCRBS antenna is then generally mounted on top of, and in alignment with, the primary radar antenna. Thus, the ATCRBS antenna rotates at the same rate as the primary antenna.

Prior to September 1972, most ATCRBS antennas were of the form identified as FAA-7202 or FAA-8043. The FAA-7202 antenna has a vertical dimension (height) of approximately 17.625 inches and a horizontal dimension (length) of approximately 328 inches (27.33 feet); the corresponding dimensions of the FAA-8043 antenna are 15 inches and 336 inches (28 feet). Because of their shape, the antennas are commonly referred to as “hog trough” antennas. Appendix I is a picture of a hog trough antenna mounted atop a primary radar antenna.

The angular width (beamwidth) in a given plane of the signal transmitted by an antenna is inversely related to the antenna’s dimension in that plane. Accordingly, the hog trough antenna’s relatively long length gives it a relatively narrow beam-width in the azimuth direction. Conversely; the hog trough’s relatively small height gives it a large vertical beamwidth.

This large vertical beamwidth causes excessive “illumination” of the angular region below the antenna’s horizon, i.e., of the surrounding terrain and buildings. This illumination results in reflected signals that sometimes reinforce and sometimes cancel the “true” signals. In cases of reinforcement, an additional “false” target appears in the direction of the reflecting object. In cases of cancellation, the aircraft is “missed” and fails to appear on the radar screen.

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Bluebook (online)
10 Cl. Ct. 417, 230 U.S.P.Q. (BNA) 721, 1986 U.S. Claims LEXIS 860, Counsel Stack Legal Research, https://law.counselstack.com/opinion/hazeltine-corp-v-united-states-cc-1986.