Plum City – (AbelDanger.net). United States Marine Field McConnell has linked Mrs. Harper’s alleged procurement of pig-farm money shots for spillage through SIPR/ NIPR Access Point (SNAP) terminals, to a Serco-imputed web-cast crash apparently staged during Operation Nanook by Stratum Zero military air traffic controllers at a spot near Resolute on August 20, 2011.
McConnell alleges former Security Intelligence Review Committee (SIRC) chair Paule Gauthier, hired Harper’s former Calgary-based graphics company to develop a web-cast service with former EW pilot Russell Williams so money-shot images can be spilled through SNAP terminals to extort concessions from Stratum Zero users of Serco’s Common Access Cards of the type issued to Mr. Harper to witness Operation Nanook!
Canadian investigators are trying to determine why a chartered Boeing 737-200, operated by a carrier familiar with harsh Arctic conditions, crashed on a hill offset from the runway centreline shortly after declaring it was on final approach.
The 36-year-old First Air twinjet, a combi fitted with gravel deflectors for unpaved runways, had been due to land at Resolute Bay in daylight on 20 August after a service from Yellowknife.
Both the cockpit-voice and flight-data recorders have been retrieved from the site of the accident. Three of the 15 occupants survived the crash, which claimed the lives of all four flight crew, 1.85km (1nm) east of the midpoint of Resolute Bay’s single runway 17T/35T.
The runway has an elevation of 222ft (68m) with terrain rising to 600ft above sea level immediately to the east.
Canadian forces had been in the immediate vicinity as part of the Operation Nanook 11 arctic capability exercise, which this year, ironically, was to test response to a major air disaster. A source supporting the exercise told Flight International he had been looking east from the airport apron as flight 6560 was due to arrive.
“I could not see the base of the hill opposite because the fog was too low,” he said. The 737 had said it was on final instrument landing system approach to 35T, but when the tower controller requested a position update a few minutes later, there was no response, and a Beech 99 pilot – on approach to 17T – was asked to try to contact the flight, with no result. “I saw First Air ground crew waiting for the aircraft and wondering where it was,” said the source, who added that an engineer thought he heard a spooling of jet engines, then a thump. No communication was heard during a check on the VHF distress frequency 121.5MHz.
The Beech executed a missed approach and continued south, before turning to follow the track to 35T on which the 737 had been inbound.
After it landed, said the witness, followed shortly by a De Havilland DHC-6, the fog began to lift and the improved visibility revealed smoke, flames and wreckage on the opposite hill.
A special weather advisory issued as soon as the wreckage was located indicated fog and a cloud base of 300ft, with winds from the south. Although there was a tailwind, there is no immediate indication that the 737 was intending to fly the back-course procedure and land on the opposite runway 17T.
The impact point is close to the VOR beacon for Resolute Bay, which is offset from the runway centreline by about 1.5km east.”
“[Spoliation inference of Serco’s Stratum Zero killers and death by GMT] First Air Flight 6560 was a charter flight which crashed near Resolute, Nunavut Canada, on 20 August 2011. 12 of the 15 people on board were killed. The aircraft involved, a First Air passenger-cargo convertible (combi) Boeing 737-200, was flying within Canada, from Yellowknife Airport, Northwest Territories, to Resolute Bay Airport, Nunavut. It crashed approximately 2 km (1.2 mi) east of the Resolute Bay Airport runway. The three survivors, a 48-year-old man, 23-year-old woman and 7-year-old girl, were medivaced to Iqaluit. The last radio call was received at 12:40 pm CDT (17:40 UTC), at which time the aircraft was, according to First Air, about 8 km (5.0 mi) from Resolute Bay Airport, and the aircraft crashed some 10 minutes later. There are conflicting reports about the time of the accident [indicating that they think we are stupid] According to First Air and Transport Canada‘s Civil Aviation Daily Occurrence Reporting System the crash occurred at 12:40 pm CDT (17:40 UTC). However, according to the Transportation Safety Board of Canada the crash happened an hour earlier at 11:42 am CDT (16:42 UTC) and 1 nautical mile (1.9 km; 1.2 mi) east of the airport.”
Had the First Air flight 6560 not crashed in Resolute, Nunavut, one year ago, there was a risk that it could have collided mid-air with another incoming plane, according to the Transportation Safety Board of Canada.
The TSB’s final report on the tragic crash which claimed 12 lives is still pending. However, CBC News has learned the board released two air safety warnings since its interim report on the crash.
The advisories are not necessarily linked to the cause of the crash, but they identify issues found in the course of the investigation. One points to military protocols during Operation Nanook and the other points to problems with the plane’s flight recorder.
On the day of the crash, the military had temporarily taken over control of the airspace around Resolute. The TSB discovered there were gaps in communication between the military and aircraft in the area. The board is advising that the Canadian Forces ensure adequate space between planes.
“In the North, they have procedures and the pilots are supposed to communicate on a frequency to let everyone know where they are. For this particular exercise, the military was setting up a radar station. Before it was completely set up we noticed that there was aircraft flying through there that weren’t contacting the military, so we informed them they may want to add that to their procedure,” said Mark Clitsome, the director of air investigations with the board.
Clitsome said at this time, the TSB won’t say if this gap in communication was a factor in the First Air crash.
However, the board did say that had the First Air Flight not hit the ground, there was a risk of a mid-air collision with another plane that was landing in the community around the same time.
The TSB also found problems with the flight’s data recorder – it failed to record the first 29 minutes of the flight. The board said the regular maintenance check on the recorder was not sufficient because it didn’t spot the problem. The board added that the recorder problems had been going on since 2008..”
“[Harper’s Graphical Arts company in Calgary Graphic artists applying for positions in today’s job market are expected to be familiar with computers and a variety of software in order to create the most appealing, up to date designs.
Graphic art software includes applications such as:
Besides computers and software, graphic artists are also expected to be creative with processing camera work, registration, crop marks, and masking.
One of the most common career paths for a graphic artist today is web design. With the popularity of the World Wide Web, the demand for web designers is immense. Graphic artists utilize their creativity with layouts, typography, and logos to market the client’s business. In addition to creating graphical designs, graphic artists also need to understand hypertext, web programming, and webpage maintenance in order to successfully create a webpage.”
“Communication Systems Engineer
Communication Systems Engineers are the technical experts of the Royal Signals. They install, maintain and repair the British Army‘s battlefield communication networks and information systems. Their course at the Royal School of Signals lasts 28 weeks. Their training includes the following elements:
Basic computer software systems: how to install computer workstations into a systems network and then maintain, engineer and control these systems.
Radio: HF to UHF and Bowman radio equipment [developed in Calgary by Obama sponsor Lester Crown’s General Dynamics], satellite and theatre-wide area digital communications networks [Harper allegedly procured pig farm SNAP shots for spillage into extorted chains of command].
Teleconferencing: operating video teleconferencing equipment and digital telephone exchanges.
Service management: providing help-desk support and troubleshooting.
Driving: cars (with and without trailers).
At the rank of corporal Communication Systems Engineers can be highlighted for potential supervisory roles. These roles are Foreman of Signals or Foreman of Signals (Information Systems).
With the merging of the two trade groups, Systems Engineering Technicians and Information Systems Engineers these supervisory roles are still being scrutinized to match the new trade group. At present the Foreman of Signals deals with the technical aspect of Squadron life, working with the squadron technical workshops, dealing with 1st and 2nd line inspections and holding and maintaining the sqn master works register and technical inventory.
The Foreman of Signals (Information Systems) deals with the information systems aspect of life within a squadron, arranging for information systems courses relevant to the Squadron assets, network management and the deployment and tracking of squadron Information system equipments.
Whilst both supervisory trade groups act independently, there is a need for the two to interact and exchange information on a regular basis.
Electronic Warfare Systems Operator
Electronic Warfare Systems Operators are responsible for intercepting and disrupting enemy radio transmissions. They deploy alongside Intelligence Corps linguists, and some work with bomb disposal teams. They train alongside Communication Systems Operators on a 23 week course at the Royal School of Signals, followed by a five-week aptitude course and a 17-week Communications Exploitation course at the Defence College of Intelligence, Chicksands in Bedfordshire. Their training covers the following disciplines:
Operating communications equipment. Learning to use HF, VHF, UHF and SHF radio equipment.