#1390 Marine Links Kristine Marcy’s to Front-Running Serco Clocks and Air France Nightwatch TCAS Stall
Plum City – (AbelDanger.net). United States Marine Field McConnell has linked his sister Kristine Marcy to Serco’s front-running slave clocks in the E4B ‘Nightwatch’ aircraft and the time-code packet-switching attack of June 1, 2009 which indicated a TCAS fault mode and helped put the Airbus A330-200 airliner serving Air France Flight 447 into a fatal nose-up stall.
Marcy may be invited to provide advice on applying to Congress for “Letters of Marque and Reprisal” so that her brother and his fellow retired Marines can be authorized to confiscate and sell Serco’s domestic and foreign assets and thereby replenish the U.S. Department of Justice’s Asset Forfeiture Fund which Marcy has operated in joint custody with Eric Holder since 1984.
Presidential Field Links Mrs. Clegg’s Carbon Disclosure To Air France Nose-Up Stall
#1385 Marine Links Serco Spot-Fix Clock on Christmas Day to Sister’s JABS and JPATS In Rape of JonBenet
The Mystery of Air France Flight 447
Nightwatch, The Doomsday Plane.
“An Air France spokesperson stated on 3 June that “the aircraft sent a series of electronic messages over a three-minute period, which represented about a minute of information. “[Note 1] These messages, sent from an onboard monitoring system via the Aircraft Communication Addressing and Reporting System (ACARS), were made public on 4 June 2009. The transcripts indicate that between 02:10 UTC and 02:14 UTC, 6 failure reports (FLR) and 19 warnings (WRN) were transmitted. The messages resulted from equipment failure data, captured by a built-in system for testing and reporting, and cockpit warnings also posted to ACARS. The failures and warnings in the 4 minutes of transmission concerned navigation, auto-flight, flight controls and cabin air-conditioning (codes beginning with 34, 22, 27 and 21, respectively).
Among the ACARS transmissions in the first minute is one message that indicates a fault in the pitot-static system (code 34111506). Bruno Sinatti, president of Alter, Air France’s third-biggest pilots’ union, stated that “Piloting becomes very difficult, near impossible, without reliable speed data”. The twelve warning messages with the same time code indicate that the autopilot and auto-thrust system had disengaged, that the TCAS was in fault mode, and flight mode went from ‘normal law’ to ‘alternate law’. The 02:10 transmission contained a set of coordinates which indicated that the aircraft was at 2°59′N 30°35′W.[Note 2]
The remainder of the messages occurred from 02:11 UTC to 02:14 UTC, containing a fault message for an Air Data Inertial Reference Unit (ADIRU) and the Integrated Standby Instrument System (ISIS). At 02:12 UTC, a warning message NAV ADR DISAGREE indicated that there was a disagreement between the three independent air data systems.[Note 3] At 02:13 UTC, a fault message for the flight management guidance and envelope computer was sent. One of the two final messages transmitted at 02:14 UTC was a warning referring to the air data reference system, the other ADVISORY (Code 213100206) was a “cabin vertical speed warning”, indicating that the aircraft was descending at a high rate.”
“Re: Air France 447 – Letter To Mssrs Charles Henri Tardivat and Stuart Dench – Association of Families of Victims of Flight AF447
Captain Field McConnell
N3572 CR S
Plum City WI USA 54761
Stewarts Law Offices
London and Paris
1 June, 2011
Mssrs Tardivat and Dench,
I understand that your law firm is involved in the justice sought by surviving family members of those souls aboard AF 447. I come to you, now, offering rejoinder service if that might benefit the surviving family members.
My professional background includes 29 years of blemish free service to Northwest Airlines and 26 years of service, mostly as an aviator, flying in Navy, Marine and USAF squadrons. I have type ratings in the A320, A330, DC10, DC9 and CV-A340/440 aircraft and my liscense is FAA ATP 3053346.
On 10 December, 2006, I shared safety sensitive information with the Air Line Pilots Association, the FAA, the FBI and representatives including four Vice-Presidents of Northwest Airlines. The information was not in dispute as Boeing had paid a $615M settlement to US Department of Justice to arrest an investigation into illegal aircraft modifications and illegal export of military hardware, specifically the QRS11 GyroChip, to wit:
—– Original Message —–
From: Field McConnell
To: Hylander, Ken J
Cc: Moore, Pete A; Campbell, Tim P
Sent: Sun Dec 10 21:59:10 2006
Subject: FW: Captain McConnell Says “Clear the Skies”
9223 50th Ave S
Glyndon MN 56547
Director of Safety
Eagan MN 55111
Cc: Air Line Pilots Association
1625 Massachusetts Ave NW
Washington DC 20036
Foundation Scholar, Cambridge University
Founder and Forensic Economist at Hawks CAFE
10 December, 2006
Re: Captain McConnell Says “Clear the Skies””
It has come to my attention over the last 96 hours that a QRS-11* GyroChip gyroscope with military applications exists.
I understand that at least 96 passenger aircraft have been illegally modified with QRS-11 missile-guidance technology and at least 27 GyroChip-equipped flight boxes have been exported without licenses by Boeing without the knowledge or informed consent of airline companies, unions, or pilots.
Under the authority demanded of me on page 9.1.1. of the Flight Operations Manual, specifically bullet statement 4 “The Captain WILL make the FINAL decision as to whether the aircraft may be safely operated.” I deem it impossible to comply with the requirement of 9.1.1. until any captain can know, without a doubt, that QRS-11 is not embedded on his particular jet.
In my experience, Northwest Airlines has always put safety first regardless of the costs. I suggest our company can address this issue and be the first airline in the world to be declared QRS-11 cleansed. The potential risk of not determining the existence, or lack thereof, of a threat may facilitate a second 9-11 style incident.
The body of evidence supporting my concern is established and vast. I assure you my interests are in keeping with the interests of NWA. I believe we can use this as a competitive advantage, however safety must come first. I am going to suggest that ALPA and IFALPA considering “standing down the fleets” until this possibility is resolved.
On 9-11 an order was given to “clear the skies”. I ask ALPA to consider issuing that order again within 72 hours if independent discovery cannot identify the threat.
xxxxxWith grave concern and an eagerness to help,
28 year airline employee
22 year military pilot
23,000+ hours of safety
I was subjected to a discretionary phyical albeit not with a Doctor qualified to perform FAA physicals on Airmen possessing FAA liscenses to fly. Following the successful completion of the physical, Northwest Airlines removed me from pay status claiming I had failed to appear at a psychological evaluation by a Doctor Elliott of Los Angeles, the preferred psychologist of Delta, United, Continental and Northwest Airlines, among others. I elected to retire to protect my Expert Witness Value. I was found by a Human Resource specialist and flew 18 months in Kazakhstan flying Airbus A320 family aircraft most generally with Muslim co-pilots.
On 27 February, 2007 I filed Civil Case 3:07-cv-24 “McCONNELL v. ALPA AND BOEING”. Four days later Boeing satisfied me by publishing an acknowledgement that Boeing had, indeed, deployed the Boeing Uninterruptible Auto Pilot. Now 52 months later ALPA has neither acknowledged this nor, more importantly, ensured that ALPA’s pilots are aware of the BUAP and it’s uninterruptible nature. In the time since I communicated with ALPA et. al. four airliners have suffered hull losses in a manner consistent with my written warnings to ALPA: Adam Air 574 ( 1-1-07 ), Kenya Airways 507 ( 5-5-07 ), Colgan 3407 in February, 2007 and Air France 447.
I was satisfied with Boeing but not with what I characterize as the suppression of safety critical information by ALPA so in September, 2008, I filed Civil Case 1:08-1600 (RMC), “McCONNELL v. ALPA”. In what appears to be a FRAUD UPON THE COURT my case was dismissed on 24 January, 2011.
When in June, 2009, Senator Byron Dorgan (recently leaving office) chaired a US Senate Aviation Safety Hearing to address issues leading to Colgan 3407 and, I opine, AF 447 I delivered a letter to Senator Dorgan’s Office in Fargo, North Dakota, USA. Four whistleblowing pilots, myself included, were barred from testifying before the Senate. Realizing that the US Aviation authorities were not keen to prevent future accidents I published a Chapter 9 of the fourth book in a ten volume set collectively entitled Captain Sherlock Solves 9/11. At the cessation of proceedings in Dorgan Aviation Safety Hearings I caused Chapter 9 to be uploaded to the internet.
The following morning, 18 June, 2009, ALPA asked through my counsel if I would settle Civil Case 1:08-1600 (RMC) for $1.3M. I suggested that it would be resolved in court.
After your review of the two lawsuits filed and perhaps a perusal of Chapter 9 you wish to contact me it would be my honor, as well as my duty, to seek justice in the case of my three fellow Airbus pilots at AF447 and their passengers who should not have been victims of a hull loss in June, 2009.
This link will take you to an excellent article which appeared in the Washington DC Examiner regarding Senator Dorgan and the suppressed testimony of 4 career pilots with unblemished credentials.
Update: “FAA is still ignoring the warnings”: Who the Aviation Subcommittee WON’T call to testify
Captain Field McConnell
+001 715 307 8222
The Association of Families of Victims of Flight AF447 seek answers from Air France”
More to follow.