Interference No. 102,755
decision had been made to reduce Nedelk's invention to
practice. As already noted, the documents relating to
Gillespie's invention do not inure to Nedelk's benefit, since
they were not generated on his behalf. Cooper, 154 F.3d at
1332, 47 USPQ2d at 1905. Nor does the testimony establish
that any of the wear data obtained using ABSC's shaft
dynamometer prior to February 16, 1988. See Zarembka's
testimony at NR 22-23, ¶¶ 6-11 regarding the wear data in
Zarembka Exhibits A-F (NE 53-276) and see Webb's testimony at
NR 28, ¶ 7 regarding the wear data in Webb Exhibit C (NE 311-
59). Consequently, the earliest corroborated date for a
decision to submit a bid employing Nedelk's invention to an
aircraft manufacturer is July 1, 1988, about four and one-half
months after Stimson's benefit date, when Moseley attended a
design review meeting to discuss a braking system proposal for
the Airbus A330 (Moseley, NR 19, ¶ 3; NR 129-32). During that
meeting, Nedelk described the Taxi Brake Select concept and
asked Moseley and Beck to discuss the control system required
for its operation (Moseley, NR 19, ¶ 4). The last two lines
of Moseley's notes (NE 46) from the meeting (Moseley, NR 19, ¶
4) read, "4. Define brake cycling control system to reduce
taxi wear rate. Action DD Moseley & AA Beck." Shortly
thereafter, on July 15, 1988, Moseley made a block diagram (NE
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