#1976: Marine Links 370 Overlay to Serco Canada’s Red Switch, SkyWave-Inmarsat Hack

Plum City – (AbelDanger.net). United States Marine Field McConnell has linked a hijackers’ apparent overlay of GPS and GLONASS timing signals to the Boeing Uninterruptible Autopilot of Captain Zaharie’s MH Flight 370 on March 8, to Serco’s alleged hack of Canada’s Red Switch Network and its associated spoliation of SkyWave-Inmarsat data communications logs.

McConnell alleges that Serco director Maureen Baginski used this same modus operandi when she overlaid GPS and GLONASS timing signals to the autopilot of Captain Chic Burlingame’s AA Flight 77 for the 9/11 Pentagon attack in which Serco Canadian agents appear to have hacked the Red Switch Network for a subsequent cover up of anomalies in SkyWave-Inmarsat date and time stamps per the image above.

Prequel 1:
#1973: Marine Links Serco Red Switch ATC to Inmarsat Uninterruptible Track, MH 370 Game of Drag and Drop

SkyWave and Inmarsat Launch IsatData Pro

Inside Inmarsat control room that tracked MH370 – BBC News

The Pentagon Security Camera on 911 (Part 1)

Families fury after release of satellite data tracking last moments of missing flight MH370 is ‘incomplete’ and ‘makes no sense’
Handed over to relatives of passengers as part of calls for transparency
The data communications log comprises 14 pieces of data
Shows 14 pairs of numbers, between the aircraft and the satellite
Released by Malaysia’s Department of Civil Aviation and British satellite firm Inmarsat
PUBLISHED: 19:41 GMT, 26 May 2014 | UPDATED: 08:37 GMT, 27 May 2014.

The raw data used in the search for the missing Malaysia Airlines flight has been released following mounting calls from passengers’ relatives for greater transparency.
But the data has left their families bewildered and they have complained that the report is missing data, as well as comparable records from previous flights on MH370’s route that the families had requested.

The data from satellite communications with the plane, which runs to 47 pages in a report prepared by Inmarsat, features hourly ‘handshakes’ – or network log-on confirmations – after the aircraft disappeared from civilian radar screens on March 8.

Families of passengers are hoping that opening up the data to analysis by a wider range of experts can help verify the plane’s last location, nearly three months after the Boeing 777 with 239 passengers and crew disappeared.

‘When we first asked for the data it was more than two months ago. I never dreamed it would be such an obstacle to overcome,’ Sarah Bajc, the American partner of a passenger, said from Beijing.

Bajc said experts on flight tracking who have been advising the families would now be able to analyze the data to see if the search area could be refined and determine if Inmarsat and other officials had missed anything.

But she complained the report released on Tuesday was missing data removed to improve readability, as well as comparable records from previous flights on MH370’s route that the families had requested. 

‘Why couldn’t they have submitted that?’ she said. ‘It only makes sense if they are hiding something.’

The data’s release had become a rallying cry for many of the families, who have accused the Malaysian government of holding back information.

Based on Inmarsat’s and other investigators’ analysis of the data, the aircraft is believed to have gone down in the Indian Ocean, off western Australia.

Malaysian investigators suspect someone shut off MH370’s data links making the plane impossible to track, but investigators have so far turned up nothing suspicious about the crew or passengers.

In the hours after the aircraft disappeared, an Inmarsat satellite picked up a handful of handshake ‘pings’, indicating the plane continued flying for hours after leaving radar and helping narrow the search to an area of the Indian Ocean.

The dense technical data released on Tuesday details satellite communications from before MH370’s take-off on a Saturday morning at 12:41 a.m. local time (1641 GMT) to a final, ‘partial handshake’ transmitted by the plane at 8:19 a.m. (0019 GMT).
The data includes a final transmission from the plane 8 seconds later, after which there was no further response.

The data also featured two ‘telephony calls’ initiated from the ground at 1839 GMT and 2313 GMT that went unanswered by the plane. 

Malaysian officials were not immediately available to answer questions on the data.

Calculations based on the pings and the plane’s speed showed the jetliner likely went down in the remote ocean 7 to 8 hours after its normal communications were apparently cut off as it headed to Beijing on its routine flight. 

The time of the last satellite contact was consistent with the plane’s fuel capacity.
The search in an area around 1,550 km (960 miles) northwest of Perth was further narrowed on the basis of acoustic signals believed to have come from the aircraft’s ‘black box’ data recorders before their batteries ran out.

After the most extensive search in aviation history failed to turn up any trace of the plane, however, officials have said that it could take a year to search the 60,000 sq km (23,000 sq mile) area where it could have come down.

Malaysia, China and Australia said in mid-May they had agreed to re-examine all data related to the missing plane to better determine the search area as the hunt enters a new, deep-sea phase.

Malaysia is also leading an official international investigation under United Nations rules to probe the causes of the baffling incident.

Share or comment on this article” 

 “New military hotline directly links top brass to U.S.
Canada is installing a hotline that will allow military brass and politicians to talk with their American counterparts during a time of war or in any other crisis. 

Canada is installing a hotline that will allow military brass and politicians to talk with their American counterparts during a time of war or in any other crisis. 

About $20 million is being spent on what is called the Defence Red Switch Network. The communications system is already running in some locations, including the defence minister’s office and other undisclosed sites for the military’s senior leadership. The system will provide a link for the Canadian government to various U.S. military headquarters as well as the North American Aerospace Defence Command, the joint U.S.-Canada alliance that monitors air and space approaches to the continent. 

After the Sept. 11, 2001, terrorist attacks, there was criticism that senior Canadian officials, including then-prime minister Jean Chretien, were out of the communications loop during the initial stages of the terrorist strike.

The Citizen obtained documents on the red switch network under the access to information law, but Defence Department officials censored almost all details. They claimed releasing the material would be “injurious” to the defence of Canada, its international relations, as well as the detection of subversive or hostile activities.
The newspaper, however, found the details of the supposedly secret network, including its cost to taxpayers, on the department’s own public webpage. Details of a similar system that would allow U.S. President George W. Bush to communicate with his top level commanders was also on a Pentagon webpage.

Canadian military officials were not available to explain why information about the network is considered secret when such details have already been put out in the public domain by both the U.S. and Canada.

The red switch network is considered secure, meaning that it has technology to prevent its transmissions from being monitored or intercepted. Presumably the Canadian system can link up with the president’s network.

Martin Shadwick, a strategic studies professor with York University, said such a system makes sense in that Canada and the U.S. share a common goal in protecting North America. He noted that similar communications systems existed during the Cold War.
But analyst Steve Staples said the hotline is another example of the growing integration of the U.S. and Canadian militaries and the increased involvement of the
Canadian Forces in American-led operations. “This system just allows the Canadian military and government leaders to get their orders from Washington more quickly,” said Mr. Staples, an analyst with the Ottawa-based Polaris Institute.

The Citizen requested information on the red switch network almost four weeks ago, but military officials have not been available to comment.

But according to the Defence webpage, the network “allows access to the U.S. system (Forces wide) and will enhance north/south and internal connectivity — particularly during times of crisis.”

According to a Pentagon site, the network provides the president, secretary of defence, joint chiefs of staff, combatant commanders and selected agencies with secure voice communications up to the top secret level. The system is for use during war and other emergencies. Other U.S. defense and federal government agencies can access the network if they have approval from the chairman of the joint chiefs of staff, according to the site.

The website also includes a phone number that U.S. government officials can call to request entry to the network.

Mr. Staples said the level of secrecy in Canada surrounding the network is disturbing. “I think the Defence Department is worried that Canadians are going to realize the extent our military is being integrated into the U.S. system,” he added.
Critics have warned about a new wave of secrecy at the Defence Department. Officials there are censoring information in official documents released to the public even though the same material is already available on government Internet sites. Some critics say this blanket of secrecy raises questions about government accountability and openness.

Last week, the Citizen reported the Defence Department is withholding information about the Pentagon’s missile shield that is already on the U.S. government’s websites, while at the same time claiming the security of Canada could be harmed if the names of senior American officers treated to a taxpayer-financed reception more than a year ago are released.

In addition, the newspaper obtained two missile shield briefing notes sent to Defence Minister Bill Graham. The department had originally told both the newspaper and an investigator with the Office of the Information Commissioner that those records, one of which discusses U.S. efforts to develop space weapons, never existed.
© © CanWest MediaWorks Publications Inc.”

SkyWave Mobile Communications (“SkyWave”) is a global provider of satellite and satellite-cellular devices in the Machine-to-Machine (M2M) market. SkyWave’s products allow customers to track, monitor and control industrial vehicles, vessels and industrial equipment. Applications include tracking the location of vehicle fleets, monitoring data from oil & gas flow meters and turning on and off pumps. More examples of applications can be found in the Market section. 

SkyWave’s satellite products communicate via Inmarsat‘s global satellite service. [1] .[2] The main industries their products are used in are the transportation, maritime, mining, oil & gas, heavy equipment, emergency management, water monitoring, and utilities sectors.


SkyWave Mobile Communications was founded in Ottawa, Canada in 1997. In its initial stages, SkyWave relied on the research and technical expertise provided by the Communications Research Centre Canada (CRC) and local government funding services to develop the first product.[3]

Some examples of SkyWave products in use include government vehicles in USA,[4] tuna buoys in the Pacific, truck tracking in the jungles of Brazil, the oil & gas industry in North America, and drinking water control in the UK.[5] In addition, SkyWave’s satellite terminals have been used to track races such as Rhino Charge 2011,[6] the Dubai-Muscat Offshore Sailing Race in 2008[7] and the China Sea Race from Hong Kong to Subic Bay in 2006.[8]

On April 1, 2009, Inmarsat acquired a 19% stake in SkyWave Mobile Communications to expand presence in the SLDR (Satellite Low Data Rate) market. SkyWave used the funds to acquire GlobalWave and double its size.[9][10] The SLDR market is estimated at $600m and is expected to grow.[11

In December 2009, SkyWave launched a GLONASS-compatible product for the Russian market. The DMR-800L with GLONASS/GPS can use either or both of the navigation systems to determine location.[12]

In August 2011, SkyWave launched IsatData Pro, a new low data rate service for managing and communicating with remote assets around the world.[13] IsatData Pro offers a significant increase in payload capacity compared to other satellite-based M2M services in the market, delivering up to 10,000 bytes to the device and up to 6,400 bytes from the device. Other global M2M satellite services currently available offer data connectivity at between 270 and 340 bytes. By delivering up to 37 times more data, IsatData Pro can meet the increasing demand for richer information in M2M applications, and allows businesses to share more data across diverse operations, via emails, electronic forms and workflow information. Applications include vehicle telemetry information, text-messaging remote workers, maintaining up-to-date driver logs, and the remote management and control of fixed assets.

In 2012, SkyWave introduced IP SCADA service to work with its IDP series terminals for remote sites. IP SCADA allows IP-based point-to-point satellite communication connections between small remote sites and SCADA systems where other communications are unavailable, unreliable, or cost prohibitive.[14]

Today, SkyWave is located in Ottawa’s technology district, west of the town of Kanata, Ontario and employs over 180 people. SkyWave has designed, manufactured and shipped more than 600,000 satellite terminals to customers in the transportation, maritime, oil and gas, heavy equipment, utilities and government sectors worldwide.[1][9]


SkyWave sells terminals to Solution Providers who put satellite communications products and services into industry-specific applications for their customers. The following are some of the main uses for this technology:

Transportation Applications:[1]
Vehicle tracking and monitoring, fleet management
Security and anti-theft monitoring
Heavy equipment security and management[15]
Trailer and container tracking, rail car tracking
Cold Chain Management
Mining Applications:
Heavy equipment and machine tracking[16]
Remote installation sensor monitoring[17]
Water management
Maritime applications:[1]
Long Range Identification and Tracking (LRIT)[18][19]
Ship Security Alerting System (SSAS)
Vessel monitoring system (VMS)[20]
Vessel equipment, environment, security monitoring
Commercial fishing boat and leisure marine tracking[21]
Merchant marine monitoring
Buoy sensor monitoring and tracking
Oil & Gas Applications:[22]
Oil & gas pipeline and critical parameters monitoring and control [23] [24] Cathodic protection
SCADA equipment monitoring and management
Fluids monitoring
Electric power valves monitoring and control
Environmental monitoring

Defence and Security Applications:[22]
Personnel tracking
Perimeter control
Homeland and border security
Blue Force Tracking, protection, monitoring, and security
Utilities Applications:
Water quality and quantity monitoring
Water regulation and control 
Real-time analysis and monitoring
Emergency response alerts 
Emergency Management
Fleet tracking Siren warning system[26]

The following are the satellite terminals manufactured by SkyWave Mobile Communications:[22

IsatData Pro

IDP 800 Series- The IDP 800 is a low profile terminal ideal for tracking trailers, containers, vehicles and vessels. It can be powered by non-rechargeable batteries, rechargeable batteries, or vehicle power. 

IDP 700 Series- The IDP-780 terminal is equipped with both IsatData Pro satellite and cellular modems so it can use the lowest cost communication network depending on availability and quality of service.[27]

IDP600 Series- The IDP 600 Series terminals use the two-way Inmarsat IsatData Pro satellite service for remotely managing fixed and mobile assets anywhere in the world. Models include one for low-elevation and maritime applications as well as applications that require Class 1 Division 2 certification.

IDP100 Series- The IDP 100 Series modems are designed to be integrated into larger systems and use the two-way Inmarsat IsatData Pro satellite service.


SureLinx 8100/8100c- A dual-mode satellite/GPRS transceiver that switches between cellular (GPRS) frequencies and IsatM2M satellite service when cellular service is not available. The SureLinx 8100c has an on-board computer designed specifically for vehicle telemetry applications. 

DMR-800D – A satellite-only transceiver with two-way communication capabilities and low-power mode that allows use in remote unmanned locations.

DMR-800L – This transceiver is designed with a low look angle to be used in harsh conditions and marine environments.

DMR-800 OEM- A DMR-800 transceiver that comes unpackaged, allowing for customization and addition of sensors according to application needs.

DMR-800D C1D2 – A Class 1 Division 2 certified satellite transceiver that allows monitoring of assets, processes and environments in hazardous locations. The product includes a RS-485 serial interface for connection to SCADA devices, Modbus protocol interfaces for implementing reporting and telemetry capabilities of remote equipment and discrete input/output feeds for monitoring and control of local devices not using Modbus.

DMR-800LRIT [18]- The DMR-800LRIT is designed specifically for the strict LRIT standards set by the International Maritime Organization (IMO).”

McConnell spoke at the Van Zandt County Veterans Memorial in Texas on Monday May 26 where organizers had invited him back after his speech last year (see link); in his speech he referred to 4 star admirals and generals not acting respectfully regards Army Ranger Pat Tillman and Navy SEAL Team Six member Aaron Vaughan; he talked about Malaysia and Russia responding to BUAP fairly quickly but USA, not at all in 7.5 years and he concluded that the American people were we watching ongoing treason.

McConnell will now start work on a video where he will show Abel Danger’s theory of what profile was flown by Captain Zaharie and his MH Flight 370 crew as they were unwittingly dragged from their en route airway and apparently placed on a SkyWave-Inmarsat overlay track for a CAT III C landing on Diego Garcia, British Indian Ocean Territory, on March 8, 2014.

Yours sincerely,

Field McConnell, United States Naval Academy, 1971; Forensic Economist; 30 year airline and 22 year military pilot; 23,000 hours of safety; Tel: 715 307 8222

David Hawkins Tel: 604 542-0891 Forensic Economist; former leader of oil-well blowA-out teams; now sponsors Grand Juries in CSI Crime and Safety Investigation

451 Total Views 2 Views Today
Please follow and like us:

Related Post

One comment