`
`IN THE UNITED STATES PATENT AND TRADEMARK OFFICE
`
`
`
`IPR2015-01341
`Atty. Docket: 03007-0014
`
`
`In re inter partes review of:
`
`U.S. Patent RE 39,618 to Levine
`
`Filed: Herewith
`For: Remote, Aircraft, Global, Paperless
`Maintenance System
`
`
`
`Supplemental Declaration of Dr. Albert Helfrick in Support of Petition for
`Inter Partes Review of U.S. Patent No. RE 39,618
`
`
`I, Albert Helfrick, declare as follows:
`
`1.
`
`I have been retained by counsel for The Boeing Company for the
`
`above-captioned Inter Partes review proceeding. I understand that this proceeding
`
`involves U.S. Patent No. RE 39,618 (“the ‘618 patent”) entitled Remote, Aircraft,
`
`Global, Paperless Maintenance System.
`
`2.
`
`In operation, an ACARS Management Unit (“ACARS MU”) is
`
`necessarily connected to one or more of (i) a VHF transceiver to access the VHF
`
`ACARS air-ground network, (ii) an HF transceiver to access the HF data network
`
`or (iii) a Satellite Data Unit to access the SATCOM ACARS air-ground network,
`
`each of which is a “transmitter.” Ex. 1020 at § 1.5.2. The ‘618 patent claims
`
`requires the transmitter to be “portable” or “positionable.” I understand the parties
`
`have agreed, in the context of litigation, that “portable” or “positionable” means
`
`“removable.”
`
`
`
`
`
`BOEING
`Exhibit 1042, p. 1
`
`

`

`3.
`
`The ‘618 patent specification states at 4:58-59 that the “Sensor
`
`Multiplexer Receiver & Transmitter,” which includes the transmitter, is a “line-
`
`replaceable unit.” A “line replaceable unit” or “LRU” is a piece of hardware that
`
`can be exchanged for a replacement part in a relatively short time, typically at the
`
`gate, by only opening and closing fasteners and connectors, and without the need
`
`to perform involved pre-flight tests. “LRUs” have been part of the basic design
`
`philosophy for aircraft equipment, particularly aircraft electronics, since at least
`
`World War II.
`
`4.
`
`In my opinion, a person of skill in the art would understand that any
`
`transmitter used on an aircraft, and specifically a transmitter used in conjunction
`
`with an ACARS system, is necessarily “removable.” First, every piece of avionics
`
`on an aircraft is installed on, and therefore “removable” from, the aircraft. Indeed,
`
`I have never heard of a non-removable transmitter. Second, the applicable industry
`
`standards make clear that transmitters used in conjunction with ACARS are
`
`removable, and frequently refer to them explicitly as LRUs. The ACARS MU,
`
`which connects to the SDU, HF or VHF data links, necessarily can also be
`
`disconnected, and is thus removable. In addition, the ACARS specification
`
`(ARINC 618-1) cross-references the ARINC specifications for SDU, HF, and VHF
`
`data links to which the MU connects. See Ex. 1020 at § 1.8. Those specifications,
`
`in turn, define the form factor and connectors for each type of transmitter, ensuring
`
`
`
`
`
`BOEING
`Exhibit 1042, p. 2
`
`

`

`that it is not only “removable” but also interchangeable with standards-compliant
`
`units from any manufacturer. See Exhibit A, attached hereto (ARINC 741P1-7,
`
`“Aviation Satellite Communication System”) at § 1.7 (“satellite system avionics
`
`suite comprises sub-systems made up of multiple line replaceable units (LRUs)”
`
`which must be interchangeable and “designed to be autonomous for installation
`
`purposes”); id. at § 2.1 (defining form factor and “mounting provisions” for SDU);
`
`Exhibit B, attached hereto (ARINC 753, “HF Data Link System”) at § 2.1
`
`(defining form factor and “mounting provisions” for HF Data radio); and
`
`Exhibit C, attached hereto (ARINCC 716-9, “Airborne VHF Communications
`
`Transceiver”) at § 1.4.2 (“Unit interchangeability is required for the transceiver”);
`
`§ 2.1 (defining form factor and “mounting provisions” for the VHF
`
`Communications Transceiver).
`
`5.
`
`Thus, the ACARS data link described in Dowling, Dyson, Ward, and
`
`other references would have been understood by one of ordinary skill in the art to
`
`necessarily include a transmitter “portable” or “positionable” on an aircraft.
`
`6.
`
`Indeed, I note that in Levine’s infringement contentions, he accuses
`
`Boeing aircraft of including “portable” or “positionable” transmitters solely on the
`
`basis that they use ACARS systems including VHF transceivers, HF transceivers,
`
`and SDUs. See Ex. 1012 at 1-4, 14.
`
`
`
`
`
`BOEING
`Exhibit 1042, p. 3
`
`

`

`7. (cid:9)
`
`In signing this declaration, I recognize that the declaration will be
`
`filed as evidence in a contested case before the Patent Trial and Appeal Board of
`
`the United States Patent and Trademark Office. I also recognize that I may be
`
`subject to cross-examination in the case and that cross-examination will take place
`
`within the United States. If cross-examination is required of me, I will appear for
`
`cross-examination within the United States during the time allotted. I hereby
`
`declare that all statements made herein of my own knowledge are true and that all
`
`statements made on information and belief are believed,to be true; and further that
`
`these statements were made with the knowledge that willful false statements and
`
`the like so made are punishable by fine or imprisonment, or both, under Section
`
`1001 of Title 18 of the United States Code.
`
`Executed on January (cid:9)
`
`2016 a (cid:9)
`
`(et 4Lf
` , , Florida.
`
`OrHelfrick
`
`BOEING
`Exhibit 1042, p. 4
`
`

`

`
`
`
`
`
`
`
`
`
`Exhibit A:
`Excerpts from ARINC Characteristic 741P7-1
`
`
`
`
`BOEING
`Exhibit 1042, p. 5
`
`

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`AN ARINC: DOCUMENT
`Prépur'efl by
`IAIRLINES ELECTRONIC ENGINEERING CDMMII'I'I'IEE
`Published by" '
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`AEFIONAUTIDAL M'mo INC 3
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`BOEING
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`Exhibit 1042, p. 6
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`‘’AVIATION SATELLITE
`COMMUNICATION SYSTEM 5
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`PART -1 '5
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`AIRCRAFT INSTALLATION
`v”
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`' PROVISIONS
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`ARI-NCCHARACTERISTICJ5741P1-7
`'
`PUBLISHED JANUARY 25,1996;
`
`BOEING
`Exhibit 1042, p. 6
`
`

`

`REVISED: March 31, 1994
`ARINC cnmcrnnrsrrc 741 PART 1 - Page 1
`
`WW -
`
`u
`
`1
`
`'
`
`I
`
`I
`
`!
`
`Those
`collection and distribution functions.
`operators who do not utilize ACARS may emplo an
`appropriately equipped MCDU to perform ese
`functions or a specially designed substitute unit.
`In
`practical terms, their most economical solution to the
`problem may be the use of a “stripped down”
`ACARS unit.
`
`¢-1
`
`1.3 Function of finipmflt
`
`|¢-5
`is the transmission,
`The function of this equipment
`reception and processing of signals via a
`satellite | ¢-2
`providing aeronautical services in the L—hand (1525- I C-S
`1660.5 MHZ). The system should provide a capability
`for all aeronautical satellite communications requirements
`external to the aircraft, including passenger telephone and
`data services depending on aircraft equipage.
`
`‘34
`
`1.4 Airbome Avionics Confimtions
`
`The general configuration of the satellite avionics and
`minted systems is shown in Attachment 1-1. A more
`detailed block diagram (including alternate configurations)
`is shown in Attachment 1-2.
`.
`
`The Satellite Data Unit (SDU) is capable of sending and
`receiving various data rates. The rate will be dynamically
`selected by pragmatic assessment of current operating
`conditions. The signal is transmitted via geostation
`satellite transponders
`to designated supporting cart
`stations. A detailed functional desori
`tion of this system
`configuration is provided in Part 2 c this document.
`
`¢-2
`
`The airborne system may be capable of transmitting
`higher data rates and voice communications, but this may
`necessitate the provisioning of a high gain (i.e. , 12 dBio)
`antenna.
`
`1.5 Unit Description
`
`1.5.1 intellite Dgta Unit [SEQ].
`
`The signsl-in-space parameters are determined by the
`SDU in.
`relation to modulationfdernoduisticn, error
`correction, coding. interleaving and data rates associated
`with the communication channel(s). This unit contains
`circuits
`for conversion of digitailaudio inputs to a
`baseth or intermediate frequency (1?), if required, and
`interfaces with the radio frequency unit (RFD). The SDU
`also interfaces with the ACARS Management Unit (MU)
`based on ARINC Characteristics 724, 724A and 724B.
`
`¢~2
`
`0-4
`
`1.1 Bumose of thjg Characteristic
`
`desired
`the
`forth
`sets
`1,
`document, Part
`This
`characteristics of the Aviation Satellite Communications
`(SATCOM) System avionics intended for installation in
`all types of commercial transport and business aircraft.
`The intent of this document is to provide general and
`specific guidance on the form factor and pin assignments
`for the installation of the avionics primarily for airline
`use. Part 2 describes the desired operational capability of
`the equipment as configured with the Sateilite Data Unit
`(SDU) to provide data and voice communications, as well
`as
`additional
`standards
`necessary
`to
`ensure
`interchangeability. Part 3, Circuit Mode Voice and Data
`Services, describes the standard voice coding algorithm,
`the Data Interface Unit (DTU) and the Terminal Interface
`Function Unit
`('IZIFU).
`Part 4, Specification and
`Description IJInguago (SDL) contains the SDI. Diagrams
`which show a possible detailed implementation of the
`system protocols.
`
`in project paper form.
`
`STAFF Nora: Put 5, 'IDMA System, describes
`the requirements of an alternative Time Division
`Multiple Access (TDMA) system that may he used
`in future satellite systems. Part 5 has been archived
`
`'3 Been eat
`of
`‘
`1.2 Relatio
`Characteristics 591 and 724
`
`to
`
`NC
`
`(SATCOM)
`The Aviation Satellite Communications
`System will present standard interfaces to a. number of
`other aircraft systems. These include ACARS {where
`installed), multi-purpose control
`and display units
`(MCDU), Communication Management Units (CMU)
`(ultimately to he shared with Mode S and VHF Data
`links) and passenger telephone coderfeneoder and CCS
`units. Details of the interfaces may be found in Part 3 or
`subsequent parts of this Characteristic, and in ARINC
`Characteristic 746,
`"Cabin Communications System
`(008)".
`
`"Aircraft
`and 597A,
`597
`ARINC Characteristics
`Communications Addressing and Reporting System
`(ACARS)", describe ARINC 404A-packaged airborne
`ACARS equipment against the background of a fairly
`detailed system description. ARINC Characteristics 724,
`724A and 72413 describe ARINC GOO-packaged equipment
`intended to perform essentially the same functions as the
`ARINC 597597191 equipment in the same framework.
`ARINC 724f724A equipment will more readily interface
`with other ARINC "TOO-Series" equipment on those
`aircraft on which such equipment is employed. However,
`all versions of ACARS avionics should interface with the
`Aviation Satellite Communications system avionics by
`means of ARINC 429 data buses.
`
`CO MENT
`
`The ARINC 741 Aviation Satellite Communications
`System avionics design envisages the availability of
`ACARS avionics on the aircraft to effect certain data
`
`¢-4
`
`¢-1
`
`0-1
`
`
`
`
`
`_l t r)
`
`152W
`
`The RF unit consists of low power amplifiers, filters.
`frequency conversion and related components. The RFU
`operates in a full duplex mode (i.e..
`simultaneous.
`transmission and reception of satellite signals).
`The
`transmit side uses a power amplifier which accepts a
`signal
`from the SDU at either baseband or [F and
`translates it to the appropriate RF. The receive side uses
`the output
`from a low noise am lifier
`(LNA) and
`translates signals to baseband or IF igr use by the SDU.
`The RFU should be able to accept the wide range of
`
`¢-2
`
`l
`
`BOEING
`
`Exhibit 1042, p. 7
`
`BOEING
`Exhibit 1042, p. 7
`
`

`

`
`
`ARINC CHARACTERISTIC 741 PART 1 - Page 2
`
`1
`
`CRIP'I'I
`
`n ’
`
`1.5.2 Radio anegcy Unit {Bill} (gourd)
`
`1.5.7.1 mm
`
`REVISED: December 30, 1994
`
`signal levels from the LNA depending on configuration
`¢-2 and losses.
`
`1.5.3 BE Distribution Units
`
`1.5.3.1 sum;
`
`The splitter receives medium level RF signals from the
`RFU and divides the power for distribution to the high
`power amplifiers (EPA).
`
`1.5.3.2 Combine;
`
`¢_2
`
`The combiner receives medium level RF signals from the
`low noise amplifiers (LNAs). Note that only one LNA is
`turned on at a time. The combiner
`then provides a
`matching network for distribution of the RF signal from
`each LNA to the RFU.
`
`1.5.3.3 High Power Belay {HEB}
`
`Tho I-IPR is a coax switch for switching output RF powor
`from the EPA to a particular antenna subsystem. The use
`of the HPR is optional depending on the aircraft
`configuration.
`
`1.5.4 Djnlgggerllom Noise Amplifier {lgNm
`
`The diplexer and LNA are combined into one unit for
`installation. The Diplexer Unit (DU) couples transmit
`signals from the HPA to the respective antenna (and
`couples receive signals from the respective antenna to the
`LNA unit), while preventing transmit-frequency power
`from degrading the receiver system.
`
`'l'he LNA amplifies the very low level L-hand signal from
`its respective antenna. The LNA also compensates for
`transmission line losses to the RFU.
`
`1.5.5 fligh Power Amplifier (HEM
`
`The high power amplifier provides an adequate RF power
`level, by automatic control,
`to the antenna in order to
`maintain the aircraft EIRP within limits. The EPA unit
`may be located near the respective antenna to assure
`minimum loss of energy at the RF operating frequency
`and to avoid excessive thermal dissipation in the HPA
`unit, or it may be located in the radio equipment rack in
`certain aircraft.
`
`A dual side-mounted HGA antenna should be mounted on
`each side of the aircraft at about 45 degrees from the
`horizon. The coverage of the main antennas is shown in
`Attachment 1-8.
`
`¢-1
`
`1.5.7.2 fim’gig 1'9}; thed HGA
`
`A single top mounted HGA antenna may be used instead
`of the dual side mounted configuration. Drag may be
`increased in this application. Either mechanically or
`electronically steerable antennas may be used.
`
`1.5.8 Keyhole Antennas
`
`installation makes no provision for keyhole
`A typical
`antennas to provide coverage in the "Blind Areas“
`(keyholes) shown in Attachment 1-8.
`Pins are not
`presently reserved on the SDU for any such antennas.
`
`¢-4
`
`1.5.9 Antenna Cogtml unit [QCUI
`
`is used with a
`(ACU)
`The antenna control unit
`mechanically steered antenna to translate antenna beam
`positioning data and beam position change commands
`received from the SDU in a standard digital format into
`the form needed to position the antenna beam correctly.
`
`c-2
`
`1.5.10 Beam Steering Unit 1351,11
`
`The beam steering unit (BSU) is used with electronically
`steered antennas to translate antenna position data and
`beam change commands received from the SDU in a
`standard digital format into the signals needed to select
`antenna elements in combinations that result in the beam
`pointing at the desired satellite.
`
`1-6 WM
`
`1.6.1 Transmitter figuipmont Performance
`
`The following table provides an indication of the level of
`service that should be expected from a typical aircraft
`satellite system, assuming that equipth of nominal
`performance is utilized.
`
`1.5.6 aw Gain antenna [! QA]
`
`Aircraft ElRP Performance (1)
`
`A low gain (i.e., 0 dBic) antenna may he used to provide
`communications in case of failure of a main antenna or to
`provide a means for additional service. Service will be
`restricted to low data rates when this antenna is
`employed.
`
`1.5.7 High Gain Antenna [EGAI
`
`: High gain antennas provide at least 12 dBic gain and are
`c-z essential for both high data rates and voice services.
`
`Voice/Data
`Service
`mines
`
`RF channel
`rate
`
`amp per
`carrier
`
`Packet-Mode
`Circuit-Mode Circuit-Mode
`VJice—_ Bin— 2%....
`
`21 kbit/a
`
`10.5 kbit/s
`
`600 bit/s
`
`19.5 dew“)
`
`21.0 dBw
`
`7.5 dew
`
`¢-3
`
`BOEING
`
`Exhibit 1042, p. 8
`
`BOEING
`Exhibit 1042, p. 8
`
`

`

`. REVISED: June 1, 1992
`ARlNC CHARACTERISTIC 741 PART 1 - Page 3
`
`WW
`
`Notes:
`
`(1) These values assume an INMARSAT—H Satellite
`(satellite GIT = 42.5 dBlK. satellite gain = 153.4
`dB) and operation at a satellite elevation angle of 20°
`or above. Values will differ for other satellites and
`elevation angles.
`For example, with spot-beam
`satellites these figures are expected to be reduced by
`at least 7 (13.
`
`(2)
`
`A 12 dBic aircraft antenna driven from a 40 watt
`linear HPA per ARINC Characteristic 741, through
`2.5 dB of loss, will radiate an BEEP of up to 25.5
`dBW, which can support four of thwe channels.
`
`the EIRP
`The transmit system is equipped to adjust
`according to commands from the GES. For a single
`channel system using a Class "C“ EPA. the back-off is
`accomplished entirely in the HPA, while the RFU
`maintains a constant power level to assure adequate drive
`to the non-linear EPA. For a mold-channel
`stem using
`a linear HPA, the back-off is a combination 0 EPA back-
`off (collective control of all channel carriers) and RFU
`output carrier level control on an individual channel basis
`(to accommodate channels operating at different data
`rates).
`
`¢-3
`
`The transmit gain of a High Gain Antenna (l-IGA) may
`vary as its beam position is changed while tracidng a
`satellite from an aircraft in motion. To maintain a more
`constant EERP as the antenns‘s beam position is changed,
`the ACUIBSU outputs the antenna‘s transmit again for the
`current beam position on its ARINC 429 bus (in the
`ACU-lBSU status word) to the SDU. The SDU in turn
`incorporates this gain information into the commanded
`back-off values it sends via its ARINC 429 bus to the
`HPA, thereby increasing or decreasing the HPA output
`(within the maximum and minimum limits of EPA output)
`to compensate for changes in antenna gain.
`In a system
`with a linear I-IPA this information may be used in setting
`both the HPA back-off values and the individual channel
`carrier levels output from the RFU. The antenna shall
`report its gain in the direction of the satellite with a
`resolution of 1 dB. The SDU shall make an appropriate
`¢_4 HPA adjustment to maintain a given BIRP within i1 63
`when an antenna gain change is reported. The SDU shall
`also monitor HPA outpntpower when one data channel is
`active or under other determined signal conditions and
`make appr
`riate HPA adjustments to maintain the EIRP
`within at lodiip to compensate for drifts in the HPA output
`power.
`
`the
`SDU and
`the
`the RFU,
`LNA/Diplexer,
`This includes all of the
`interconnecting RF cables.
`SATCOM equi ment’s RF systems and circuits from the
`antenna to the emodulated baseband output. The design
`eters of each of these system elements have been
`described to achieve the following receiver Figure-of—
`Merit (GIT) values. These are minimum values with a
`sky temperature of 100°K.
`For the switched beam
`(HGA) this example corresponds to the main beam for
`any pointing angle.
`
`A
`
`HGA
`
`GIT
`
`-26 dB/K-13 dB/K
`
`Note: In the above examples the LGA GIT is degraded
`by 1 dB to allow for installation variations.
`
`The above values for GIT should be achieved under the
`following conditions:
`
`(i)
`
`(ii)
`
`(iii)
`
`(W)
`
`(V)
`
`(vi)
`
`(vii)
`
`clear sky climatic conditions;
`
`satellite elevation angles greater than or equal to 5
`degrees, within the coverage volume of the aircraft
`antenna;
`
`with residual antenna pointing errors (including the
`effects of errors introduced by the antenna beam
`steering system);
`
`including the holes contribution of the complete RF
`subsystem including antenna
`and low noise
`aniplifier, at a temperature of 290°K;
`
`with the transmitter power amplifier at maximum
`output level;
`
`temperature
`noise
`and
`loss
`the
`including
`contribution of a radomc, where a radome is fitted.
`
`under the operational RF environment; e.g., when
`the receive antenna is illuminated in its operating
`bandwidth (29 MHz) by a total RF flux density of
`«100 dBme“.
`
`For the high data rate system using the high-gain antenna.
`the thermal contribution of finite losses wifliin- the HGA
`may cause the GIT to be degraded below ~13 dBfK even
`when the HGA gain, LNA noise figure and diplexer plus
`cable losses are within tolerance.
`
`Ii
`
`The steering control signals should be provided through
`an ARINC 429 bus from the SDU and should be derived
`from a signal representing the received signal strength.
`This is commonly called "closed loop" steering.
`
`Antenna performance is expressed in terms of gain. The
`system noise temperature is achieved in consideration of
`the RF cable
`loss
`factors
`and the noise figure
`contributions from. the RFU and the LNAz‘Dlplexer.
`
`The antenna beam steering function should be capable of
`maintaining the transmitted beam performance with
`aircraft attitude rates of at least 7.5 degrees per second.
`
`The receiver system performance provides a bit error rate
`(BER) of 1am" for packet mode data, 13:10" for circuit
`mode voice and 1X10"5 for circuit mode data.
`
`_- L.)
`
`1.6.2 geceivcr Eulpmant Performance
`
`¢-3 I
`
`The receiver system performance is determined by the
`characteristics
`of
`the
`antenna
`sub-system,
`the
`
`The steering control signals should be provided through
`an ARINC 429 bus from the SDU and should be derived
`from a signal representing the received signal strength.
`This is commonly called "closed loop“ steering.
`
`¢-4
`
`BOEING
`
`Exhibit 1042, p. 9
`
`BOEING
`Exhibit 1042, p. 9
`
`

`

`ARJNC CHARACTERISTIC 741 PART I - Page 4
`
`1.0 INTRODUCTION AND DESCRIPTION loont’tl!
`
`REVISED: March 31, 1994
`
`¢-4
`
`0-3
`
`1.6.2 Receiver
`
`11' me t Pe
`
`ce cont’d
`
`The antenna beam steering function should be capable of
`maintaining the received beam performance with aircraft
`attitude rates of at least 7.5 degrees per second.
`
`1.? lgterchangeshiljgg
`
`741 Aviation Satellite
`The ARINC Characteristic
`Communications
`System comprises
`tw0 major
`sub-systems and a number of individual units. System
`interchangeability, as defined in Section 2.0 of ARINC
`Report
`4133,
`"Guidance for Designers of Airborne
`Electronic Equipment', is desired by the users for each of
`the major sub-systems and unit interchangeability, also
`defined in the above-referenced ARINC Report. is desired
`for the individual units.
`The first major sub-system
`comprises the SDU and the RFU. The second is the
`antenna sub-system, comprising the antenna itself, the
`beam steering unit (when used) and the antenna control
`unit (when used).
`Interchangeability is also desired for
`the EPA and the diplexerfLNA Units.
`
`Additional interchangeability standards may be found in
`Part 2 of this Characteristic. Cabinlcockpit voice and
`- data interfaces to the Cabin Communications System
`(CCS) and its functional description are given in ARINC
`Characteristic 746.
`
`COMMENTARY
`
`Even though the overall satellite system avionics
`suite comprises sub-systems made up of multiple line
`replaceable units (LRUs). each LRU must be
`designed to be autonomous for installation purposes.
`The airlines will not accept "matched pairs“ of units
`or similar "unbreakable bonds" which necessitate
`changing more than the LRU whose failure actually
`causes a sub-system malfunction.
`
`c_3 1.8 Regilatom Approval
`
`The equipment should meet all applicable FAA and FCC
`regulatory requirements. This document does not and
`cannot set
`forth the specific requirements that such
`equipment must meet to be assured of approval. Such
`information must be obtained from the regulatory agencies
`themselves.
`
`BOEING
`
`Exhibit 1042, p. 10
`
`BOEING
`Exhibit 1042, p. 10
`
`

`

`REVISED: December 30, 1994
`ARINC CHARACTERISTIC 741 PART 1 - Page 5
`
`2.0 INTERCHANGABILITY STANDARDS
`
`2-1 unnamed
`
`2.2.2 Radio Frgguency Unit {BEE}
`
`form factors,
`forth the specific
`sets
`This Chapter
`mounting provisions.
`interwiring,
`input and output
`interfaces, and power supply characteristics desired for
`the satellite avionics equipment. These standards should
`permit the parallel, but independent design of compatible
`equipment and airframe installations. Refer to ARINC
`Specification 600 "Air Transport Avionics Equipment
`Interfaces" (NIC Phase 1) for detailed information on
`selected form factors, connectors, etc. ARINC 600
`standards with respect to weight, racking attachments,
`front and rear projections and cooling apply.
`
`this
`although
`that
`note
`should
`Manufacturers
`Characteristic does not preclude the use of standards
`different
`from those set
`forth herein,
`the practical
`problems of redesigning a standard airframe installation
`to accommodate a special equipment could very well
`make the use of that equipment prohibitively expensive
`for the customer. They should recognize, therefore, the
`practical
`advantages
`of developing
`equipment
`in
`accordance with the standards set forth in this document.
`
`2.2 Form Factors, Connectors and Index Pin Coding
`
`2.2.1 Satellite Data Unit [SDQl
`
`2-2-1'1 M
`
`The SDU should comply with the dimensional standards
`in ARINC Specification 600 for the 6 MCU size.
`
`COMMENTARY
`
`An alternative approach is to combine the 4 MCU
`RFU and 6 MCU SDU into a single 10 MCU or 6
`MCU unit. Either configuration can be implemented
`with standard ARINC Characteristic 741 interwiring
`provisions by introducing 2 coax jumpers at the RFU
`connector (and stowing the connector for the 10
`MCU approach). The 10 MCU approach requires
`replacement of the 4 MCU and 6 MCU trays with a
`10 MCU tray.
`
`2.2.1.2 Connectors
`
`The SDU should be provided with a low insertion force,
`size 2 shell ARINC 600 service
`connector
`(see
`Attachment 1—5). This connector should accommodate
`auxiliary interconnections in the top plug (TP) insert,
`signal interconnections in the middle plug (MP) insert,
`and coaxial and power interconnections in the bottom plug
`(BP) insert.
`
`¢-4
`
`The contact arrangements should be 02 for the top insert,
`2 for the middle insert, and 04 for the bottom insert.
`Index pin code 04 should be used on both the SDU and
`the aircraft rack connectors.
`
`2.2.1.3 Form Factor
`
`¢-2 | See Attachment 1-5 .
`
`2.2.2.1 m
`
`The RFU should comply with the dimensional standards
`in ARINC Specification 600 for the 4 MCU size.
`
`2.2.2.2 anncctors
`
`The RFU should be provided with a low insertion force.
`size
`2 shell ARINC 600 service
`connector
`(See
`Attachment 1-6). The contact arrangements should be 08
`for the top insert, 05 for the middle insert and 04 for the
`bottom insert.
`Index pin code 03 should be used on both
`the RFU and the aircraft rack connectors.
`
`C-2
`
`2.2.2.3 Form Factor
`
`See Attachment 1-6.
`
`2.2.2.4 EE'Q Power Output
`
`the RFU
`When delivering a full output single carrier.
`output power should be 15 i2 dBm as measured at the
`RFU RF output service connector, MPG]. When
`delivering multiple carriers,
`the total RMS output
`capability should not be less than 15 (113111, and the actual
`RMS output should not exceed 17 dBm.
`
`2.2.2.5 flat-monies, Discrete, §purious and Noise
`
`While transmitting an unmodulated, continuous carrier at
`maximum output power per Section 2.2.2.4 the composite
`harmonics, discrete, spurious and noise output (including
`phase noise) at the output of the RFU should fall below
`the following:
`
`figment-.35 MHz
`
`Power/4 kHz
`
`1150
`0 -
`1525
`1150 —
`1559
`1525 -
`1565
`1559 -
`1585
`1565 ~
`1602
`1585 ~
`1616
`1602 -
`1670
`1616 -
`1675
`1670 -
`1675 - 2000
`2000 - 18000
`
`-30 dBc/4 kHz
`-55 dBc/4 kHz
`-83 dBc/4 kHz
`-55 dBc/4 kHz
`-55 dBc/l MHz
`—55 dBc/4 kHz
`—55 dBc/l MHz
`-55 dBc/4 kI-Iz*
`-55 dBc/l MHz
`-55 dBc/4 kHz
`~30 dBc/4 kHz.
`
`| c~2
`
`¢~2
`
`(3-6
`
`* Excluding the carrier frequency 135 kHz.
`
`The power of any harmonic measured at the RFU output
`port should be no greater than -30 dBc.
`
`COMMENTARY
`
`(1) The levels are expressed in (13 below single]
`carrier
`level
`(dBc). For example, —83 dBc is
`equivalent to a ~68 dBm output level with +15 dBm
`(i.e., 31.6 mW) output power and -55 dBc is
`equivalent to -40 dBm.
`
`¢-5
`
`l r
`
`_/
`
`
`
`
`
`l\a)
`
`BOEING
`
`Exhibit 1042, p. 11
`
`BOEING
`Exhibit 1042, p. 11
`
`

`

`
`
`
`
`
`
`
`
`
`Exhibit B:
`Excerpts from ARINC Characteristic 753
`
`
`
`
`
`
`BOEING
`Exhibit 1042, p. 12
`
`

`

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`Isis.
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`1.1 Pumose of This Document
`
`The HFDL system should have two main modes:
`
`ARINC CHARACTERISTIC 753 fPage 1
`
`IOINT
`
`DU
`
`ON
`
`form and fit
`the physical
`This document contains
`interface definition and a
`dimensions,
`the electrical
`description of the functional Operation of the airborne
`components of the High Frequency Data Link (HFDL)
`communications system. An overview of the associated
`ground 5 stem is also provided. The protocols used in
`the HFD system are defined in ARINC Specification 635
`“HP Data Link Protocols”.
`
`The intent of this document is to provide general and
`specific design guidance for
`the development and
`installation of the airborne equipment. As such.
`this
`guidance covers the desired operational capability of the
`HFDL system and the standards necessary to achieve
`interchangeability of the airbome hardware. The HF Data
`Link system has various modes of operation which are
`described more fully in Chapters 3, 4 and 5.
`
`COM MENTARY
`
`this
`should note that
`Equipment manufacturers
`document aims
`to encourage them to produce
`maintenance-free,
`high performance
`equipment.
`They are at liberty to accomplish this by the use of
`design techniques they consider to be the most
`appropriate.
`Their airline customers are more
`interested in the end result
`than in the means to
`achieve it.
`
`.___.-
`
`1.2 gelationship to Other Documents
`
`fimctionality into the
`This Characteristic introduces
`components of the HFDL by way of reference. Many of
`these
`references
`are
`to other Airline Electronic
`Engineering Committee
`(AEEC) documents.
`The
`designer should use the most current version of the
`referenced document unless a specific version is given.
`A list of referenced documents is provided in Appendi