#2260: Marine Links Serco Black-Hand Flight Plans To Lloyd’s Register Logan Screening, IAI Atta Drone

Plum City – (AbelDanger.net): United States Marine Field McConnell has linked Serco’s development of Black-Hand* flight plans for an FAA war game on 9/11 to a Lloyd’s Register test of Logan Airport baggage screeners who apparently helped Mohammed Atta place an IAI device on board American Airlines Flight 11 and convert the plane into the drone allegedly flown by Serco ground staff into the North Tower at 8:46:40 am.

Black Hand* – Lloyd’s Register of captains or journeymen with “Privy Seal Licenses to Kill, Burn, Bribe” for the City of London’s Honourable Artillery Company 1537; Master Mariners and Air Pilots (formerly GAPAN) 1929, and The Ancient and Honorable Artillery Company of Massachusetts 1638 – whose alumni include U.S. Presidents James Monroe, Chester Alan Arthur, Calvin Coolidge and John F. Kennedy and – perhaps – Barack ‘Down Low‘ Obama.

McConnell alleges that in 1962, the late pedophile Lord Privy Seal and then commander of the Honourable Artillery Company, Lt. Col. Edward Heath, outsourced the U.K.’s 4-minute warning system, the NPL cesium clock and Telstar timing to Serco whose Lloyd’s Register of Black Hand actors can now spot, shoot, snuff, spin and spoil drone operations in the United Kingdom and United States to within 1 μs of each other (previous efforts were only accurate to 2,000 μs).

McConnell claims Serco CEO Rupert Soames and his brother, former U.K. Minister of Defense Nicholas Soames, used drones to enforce no-fly zones in Iraq and extort $64 billion of UN Oil-For-Food revenues for JP Morgan and AXA (BNP Paribas) shareholder accounts in New York.

McConnell claims that Serco’s National Visa Center operatives approved the issue of visas for Atta and his fellow hijackers to establish a network of “al-Qaeda” sleeper cells in America.

McConnell claims that Serco – the C4I drone and ad-hoc waypoint navigator for U.S. Air Force Space Command – stood the Air Force down for 30 hours of “Blue Air” time on 9/11 while using Lloyd’s Register screening, IAI drones and Serco Fire Services to stage the Black Hand murders.

McConnell invites rebuttal of his allegation that Serco developed Black-Hand flight plans for FAA 9/11 and placed Lloyd’s Register baggage screeners at Logan Airport to help Mohammed Atta put an IAI device on AA Flight 11 and fly the plane as a drone flown into the North Tower.

Prequel 1: #2259: Marine Links Serco Fire Services to Lloyd’s Register Of Black-Hand Drones, Pilot Burnt Alive

Prequel 2:
Overview of TRUMP Methods

911 Mohammed Atta

WTC1 North Tower Plane Impact on 9/11 – Naudet 

DEADLY ACCURATE isareli military UAV could be used on Gaza Strip

Serco Fire Services
Serco… Would you like to know more? 

“Mohamed Mohamed el-Amir Awad el-Sayed Atta (Arabic: محمد محمد الأمير عوض السيد عطا‎Muḥammad Muḥammad al-Amir ‘Awaḍ as-Sayyid ‘Aṭā [mæˈħæmmæd elʔæˈmiːɾ ˈʕɑwɑdˤ esˈsæj.jed ˈʕɑtˤɑ]; September 1, 1968 – September 11, 2001) was an Egyptian hijacker and one of the ringleaders of the September 11 attacks who served as the hijacker-pilot of American Airlines Flight 11, crashing the plane into the North Tower of the World Trade Center as part of the coordinated attacks.[1][2][3][4][5] At 33 years of age, he is the oldest hijacker who had participated in the attacks.

On September 10, 2001, Atta picked up Omari from the Milner Hotel in Boston, Massachusetts, and the two drove their rented Nissan Altima to a Comfort Inn in South Portland, Maine; on the way they were seen getting gasoline at an Exxon Gas Station. They arrived at 5:43 pm and spent the night in room 232. While in South Portland, they were seen making two ATM withdrawals, and stopping at Wal-Mart. FBI also reported that “two middle-eastern men” were seen in the parking lot of a Pizza Hut.[79]
Atta and Omari arrived early the next morning, at 5:40 am, at the Portland International Jetport, where they left their rental car in the parking lot and boarded a 6:00 am Colgan Air (US Airways Express) BE-1900C flight to Boston’s Logan International Airport.[80] In Portland, Mohamed Atta was selected by the Computer Assisted Passenger Prescreening System (CAPPS), which required his checked bags to undergo extra screening for explosives but involved no extra screening at the passenger security checkpoint.[81]

The connection between the two flights at Logan International Airport was within Terminal B, but the two gates were not connected within security. One must leave the secured area, go outdoors, cross a covered roadway, and enter another building before going through security once again. There are two separate concourses in Terminal B; the south concourse is mainly used by US Airways and the north one is mostly used by American Airlines. It had been overlooked that there would still be a security screen to pass in Boston because of this distinct detail of the terminal’s arrangement. At 6:45 am, while at the Boston airport, Atta took a call from Flight 175 hijacker Marwan al-Shehhi. This call was apparently to confirm that the attacks were ready to begin. Atta checked in for American Airlines Flight 11, passed through security again, and boarded the flight. Atta was seated in business class, in seat 8D. At 7:59 am, the plane departed from Boston, carrying 81 passengers.[80]
The hijacking began at 8:14 am—15 minutes after the flight departed—when beverage service would be starting. At this time, the pilots stopped responding to air traffic control, and the aircraft began deviating from the planned route.[6] At 8:18 am, flight attendants Betty Ong and Madeline Amy Sweeney began making phone calls to American Airlines to report what was happening. Ong provided information about lack of communication with the cockpit, lack of access to the cockpit, and passenger injuries.[80][82] At 8:24:38 am, a voice believed to be Atta’s[not in citation given] was heard by air traffic controllers, saying: “We have some planes. Just stay quiet and you will be OK. We are returning to the airport.” “Nobody move, everything will be OK. If you try to make any moves you’ll endanger yourself and the airplane. Just stay quiet.” “Nobody move, please. We are going back to the airport. Don’t try to make any stupid moves.” The plane’s transponder was turned off at 8:28 am. At 8:46:40 am, Atta[not in citation given] flew the plane into the North Tower.[6]

Because the flight from Portland to Boston had been delayed,[83] his bags did not make it onto Flight 11. Atta’s bags were later recovered in Logan International Airport, and they contained airline uniforms, flight manuals, and other items. The luggage included a copy of Atta’s will, written in Arabic, as well as a list of instructions, also in Arabic, such as “make an oath to die and renew your intentions”, “you should feel complete tranquility, because the time between you and your marriage in heaven is very short”, and “check your weapon before you leave and long before you leave. You must make your knife sharp and you must not discomfort your animal during the slaughter”.[84]”

“The WTC North Tower Plane (AA Flight 11, Boston to Los Angeles) 
Mohamed Atta — Egyptian (43) — pilot
Born in Egypt in 1968.
Graduated from Cairo Univ. with degree in Architectural Engineering in 1990.

Obtained visitor visa in Berlin Germany, May 2000.

Entered U.S. at Newark on June 3, 2000 on tourist visa and given entry permit until December 2, 2000.

Applied in Sept. 2000 to INS for change in status to trainee.

Attended Huffman Aviation school in Venice Florida with al-Shehhi.

Arrested in Florida for driving without license, and failed to show up for court date — bench warrant issued.

Subsequently obtained Florida driver’s license.

Obtained FAA pilot’s certificate.

According to the 2/04 Staff Report of the National Commission on Terrorist Attacks, had overstayed his entry permit as of Dec. 4, 2000.
Flew to Madrid Jan. 2001.

United Arab Emirate (UAE) authorities state Atta detained in January 2001 on basis of his name appearing on terrorist alert list, but was not held in absence of U.S. charges. UAE states that U.S. authorities were warned Atta intended to return to U.S.

Returned to U.S. on January 10, 2001 at Miami and was sent to secondary inspection because he acknowledged being in flight training but did not have required trainee visa. Interagency Border Information System (IBIS) database checked. Admitted by INS based on pending application for change to trainee status.

Moved to Georgia in Jan. 2001 for additional flight training with al-Shehhi.

Left U.S. and returned from Madrid on July 19, 2001 and given permission to stay until November 2, 2001.

Also lived in Hollywood and Coral Springs, Fla.

Received change of status approval by INS in September a year after the attacks.”

“TSA fires 6 Logan Airport staffers
The Transportation Security Administration started firing six bag-screening officers at Boston Logan International Airport for breaking the rules of inspection procedures for checked luggage and suspend 14 others for not accurate duty, the agency said.

The action was caused by a routine audit that showed some officers were not paying enough attention to computer monitors that show the contents of each bag as they are screened scanned by an explosives detection machine, according to the TSA. The screeners were distracted by their mobile phones and other electronic devices.
Others neglected protocols to hand-inspect bags that triggered alarms. Luggage containing dense objects, such as clay or cheese, can trigger alarms, though it happens not so often. If an officer can’t determine what the object is on-screen, the bag is going to be brought into a screening room for further inspection before it is transferred onto a plane.

All 20 employees to be dismissed or suspended including two managers and a supervisor, worked in the same luggage room, one of 10 at the airport. They have seven days to appeal the findings.

All in all, the TSA employs 1,374 people at Logan, including 1,280 officers and 23 managers.

TSA officials said the terminations and suspensions are not linked to the inquiry into allegations of racial profiling by TSA behavior-detection officers at Logan.
One of the suspended screening officers, Dennis Graham, said baggage rooms lack enough staff and workers sometimes eat during the job or talk on the phone as they don’t have breaks.

“The place is a walking disaster,” said Graham, 36, who has worked at Logan for 10 years. “The place is anything but safe right now.”

According to the TSA rules, baggage screeners have a 30-minute meal break and two 15-minute breaks per eight-hour shift.” 

“ICTS International is an Israeli firm based in the Netherlands that develops products and provides consulting and personnel services in the field of aviation [MHFlight 17?] and general security.[1][2]It was established in 1982, by former members of the Shin Bet, Israel’s internal security agency, and El Al airline security agents.[2][3] The company’s shares are traded on NASDAQ under the symbol ICTS.[1]

The firm and its subsidiaries specialize in aviation security services, operating airport checkpoints and electronic equipment, such as x-ray screening devices and manual devices, and verifying travel documents.[4] Security services and consulting are also provided to other public and private transportation sectors.[5] In 2008, the company employed 3,350 people with an annual sales revenue of 98.8 million USD.[6]”

“ICTS International and its two subsidiaries, ISEC and PI, provide security services to the Schipol airport, United Airlines and US Airways. The firm’s security system came under scrutiny and as part of the international investigation into how Umar Farouk Abdulmutallab was able to board Northwest Airlines Flight 253 with explosive materials.[2]

ICTS’ subsidiary, Huntleigh, shared security duties at Boston’s Logan Airport on September 11, 2001, where two of the four planes hijacked for use in the attacks originated.[10]

According to Logan Airport officials, the company provided gate and baggage security services for United Airlines.[11] Huntleigh faced multiple lawsuits for alleged screening failures by its workers at Logan Airport, but denied any liability for those cases.[10] After reforms to the security system in the US following the 9/11 attacks which resulted in the Transportation Security Administration (TSA) taking over the task of screening passengers and baggage, Huntleigh ceased providing security to US airports.[12] The company petitioned a federal court to order the government to compensate it for the lost business in 2003, but the request was denied. A request made by ICTS International for certiorari was denied by the Supreme Court in 2008.[12][13]”

“ICTS Europe Buys Majority Stake in MUSC 
FRANKFURT, Germany, January 21 /PRNewswire/ — 
– Fraport’s Security Subsidiary Continues Expansion into Maritime Security Market 
ICTS Europe Holdings B.V., a wholly owned subsidiary of Fraport AG Frankfurt Airport Services Worldwide, recently acquired a majority stake in Maritime and Underwater Security Consultants (MUSC), a leading provider of international ship, port and supply-chain security consultancy services. ICTS Europe, which is Europe’s largest provider of aviation security services, launched its expansion into the maritime security market last summer.

MUSC is one of the longest-established specialists in maritime and cargo security in the world. Based in London, MUSC has offices in Houston, Lagos, Piraeus Singapore and Tallinn. The company also has recognized security organization (RSO) status in some 17 countries. Indeed, during its 30-year history MUSC has operated in most parts of the world.

Since the mid-1970’s MUSC has served as the accredited consultant to Lloyd’s of London (Underwriters) for the marine and energy markets, covering a wide range of maritime risks. MUSC cooperates with Lloyd’s Register Fairplay and Jane’s Information Group for the provision of the Sea-Sentinel, a web-based service for security and operational information at more than 8,000 ports and terminals around the world.

Sea-Sentinel won the prestigious DPA Award for best new launch of 2004. In John Burnett’s book Dangerous Waters, the company was described as “one of the busiest anti-terrorist, anti-piracy companies in the world.”

Zamir Eldar, ICTS Europe’s chief executive officer, said: “Together, ICTS Europe and MUSC will be able to provide clients with a complete maritime security service, from the initial assessment and planning and design, through to equipment provision and leasing, systems integration and on-site implementation and training. With MUSC’s expertise in port and ship security, and ICTS’s unrivalled security operational know-how, we are ideal partners with complementary services. Thus, customers benefit from cost effective, innovative and complete security solutions.”

Chris Austen, MUSC’s chief executive officer, said: “We are delighted that this new relationship with ICTS Europe will enable us to offer turnkey solutions with lease or finance options, as well as security services tailored to individual operations. This integrated approach will allow us competitively to provide our clients with the full range of services.”

Ashley Reeve, ICTS Europe’s recently appointed new manager of maritime security, said: “The new relationship is the first stage in our maritime expansion program and represents an important step in realizing our ambitions in this dynamic market.” The maritime environment often requires a variety of solutions; thus, ICTS Europe’s transport security expertise is important. For example, ICTS Europe’s RASCargO(TM) system – which provides fast, efficient and cost-effective screening for air cargo – is also ideally suited to the maritime world, providing the only efficient and inexpensive method for screening containers, ships stores, and other large items.

Operating through 18 independent subsidiaries in 14 European countries, ICTS Europe Holdings B.V. is a major supplier of aviation security services to about 50 airports throughout the region. Its customer base comprises more than 100 airlines, airports, cargo companies, and government agencies. The company now has about 10,000 employees. ICTS Europe’s main business is aviation security, but the company is increasingly providing maritime security services such as people and baggage screening, patrolling, guarding and access-control systems for the cruise-ship industry.” 

“Overview of TRUMP Methods
Nigel Bevan October 2000
Serco Usability Services, UK 
EU-funded trial application of user-centred design methods developed in previous research projects (INUSE and RESPECT)
Serco: apply the methods
Lloyds Register: Usability Maturity Assessment
Inland Revenue/EDS – IT for 60,000 staff
RAD methodology
Israel Aircraft Industries – aerospace systems
traditional methodology

Selected a windows-based application for the trial 
Ground-based mission planning system
Allows the pilot or ground staff to plan the route to be taken Current development process
Requirements and design by pilots
No documented process
Implementation by programmers
Software engineering methodology”

“The TRUMP project involved three partners and one subcontractor. Serco Usability Services co-ordinated the project and provided the usability expertise to the user partners, IR and IAI.

Lloyd’s Register provided independent assessment of the usability maturity before and after the application at IR. 

Serco Usability Services

Serco Usability Services, previously at the National Physical Laboratory, has been developing and applying practical human-centred evaluation and design techniques for many years. It was the co-ordinating partner for TRUMP and was the project’s source of expertise in human-centred techniques.

Inland Revenue

The Inland Revenue is the tax collection department of the UK Government. With over 60,000 staff, IR relies on IT for administrative support. Because they must implement Government tax policy, IR must be able to implement new business systems rapidly and correctly.

Israel Aircraft Industries (IAI)

Israel Aircraft Industries design and build aircraft and avionics equipment. IAI has a reputation for efficiency and quality, and the techniques introduced by TRUMP improved their development efficiency and the quality of the products.

Lloyd’s Register

Lloyd’s Register performed independent assessment of the usability maturity of the Inland Revenue, both before and after the introduction of the human-centred techniques.”

“Lloyd’s Register ….

The organisation’s name came from the 17th-century coffee house in London frequented by merchants, marine underwriters and others, all associated with shipping. The coffee house owner, Edward Lloyd, helped them to exchange information by circulating a printed sheet of all the news he heard. In 1760, the Register Society was formed by the customers of the coffee house who assembled the Register of Shipping, the first known register of its type. Between 1800 and 1833, a dispute between shipowners and underwriters caused them to publish a list each—the “Red Book” and the”Green Book”.[3] This brought both parties to the verge of bankruptcy. Agreement was reached in 1834 when they united to form Lloyd’s Register of British and Foreign Shipping, establishing a General Committee and charitable values. In 1914, with an increasingly international outlook, the organisation changed its name to Lloyd’s Register of Shipping.

The Register[edit]

The Society printed the first Register of Ships in 1764 in order to give both underwriters and merchants an idea of the condition of the vessels they insured and chartered: ship hulls were graded by a lettered scale (A being the best), and ship’s fittings (masts, rigging, and other equipment) were graded by number (1 being the best). Thus the best classification “A1”, from which the expression A1 or A1 at Lloyd’s is derived, first appeared in the 1775–76 edition of the Register.
The Register, with information on all seagoing, self-propelled merchant ships of 100 gross tonnes or greater, is published annually. A vessel remains registered with Lloyd’s Register until it is sunk, wrecked, hulked, or scrapped.

The Register was published formerly by the joint venture company of Lloyd’s Register-Fairplay, which was formed in July 2001 by the merger of Lloyd’s Register’s Maritime Information Publishing Group and Prime Publications Limited. Lloyd’s Register sold its share of the venture to IHS in 2009.”

“No winging it: insurance and the rise of the drones 
With drones set to become more widely used, insurers should be aware of the implications. We examine these in Insurance and the rise of the drones.

It’s hard to imagine the first drones were balloons; one actually flew surveillance for US President Abraham Lincoln’s troops in the Civil War. Today, drones are widely used in armed conflict, for intelligence gathering and law enforcement and by businesses of every stripe – from insurance to real estate to energy to filmmaking.

One estimate shows annual spending on commercial and military drones will reach $11.6 billion by 2023. In the US alone the design, manufacture and operation of drones could create up to 70,000 new jobs.

A pervasive risk in the air and on the ground
Regardless of their design or use, drones present challenges and opportunities for insurers. Safeguarding these critical assets and protecting the balance sheets of their owners can be a risk worth assuming so long as underwriters get a firm grasp on their uses and the potential consequences.

Swiss Re is keeping close watch on claims and underwriting developments to help our clients make informed decisions. The report Insurance and the rise of drones was written by property and casualty underwriters along with claims and legal experts. It describes the growing use of drones and examines how various policies may respond in a variety of scenarios, with a particular eye to exclusions.

Things to consider

The list of insurance policy forms likely to be affected is extensive: everything from Property and General Liability to Aviation Liability, Professional Liability and D&O. So far the case law is limited, yet we can expect a myriad of legal issues to come up, including privacy, physical damage, personal injury, trespass and nuisance. In many cases, existing tort law will apply.

The list of “what ifs” is long, and growing:

What if a drone crashes into people or property on the ground, or into another aircraft?

What if a person’s photo is taken from a drone and that photo is used for commercial purposes?

What if a surveyor uses a drone when surveying a customer’s property and in the course of operating it causes bodily harm? When does the surveyor’s insurance provide coverage? When doesn’t it?

If an insured operates a neighbor’s drone for the insured’s benefit without compensation, would the non-owned aircraft exception to an exclusion apply?

When defining a personal property exclusion on aircraft not carrying cargo, is a camera considered cargo?

No doubt this exercise can stretch the imagination, but where drones are concerned a curious mind is a prerequisite for contemplating all of the likely ramifications between takeoff and landing.

Clearly this is not a time to wing it.
Published 19 January 2015″

“Military pushes for killer drones 
LOD, Israel – The Canadian military wants to purchase unmanned aerial vehicles that can attack targets as the U.S. military does now in Iraq, Afghanistan and Pakistan with its hunter/killer Predator drones, a move that has sparked interest from as far off as Israel.

LOD, Israel – The Canadian military wants to purchase unmanned aerial vehicles that can attack targets as the U.S. military does now in Iraq, Afghanistan and Pakistan with its hunter/killer Predator drones, a move that has sparked interest from as far off as Israel.

Project JUSTAS, which could cost as much as $750 million and would give the Canadian military a capability that only a handful of other countries possess, has caused a buzz at Israel Aerospace Industries and its Canadian partner, MacDonald Dettwiler of Richmond, B.C.

The Joint Unmanned Surveillance Target Acquisition System project was outlined in a letters of interest notice published by Public Works Canada this fall. The LOI sought feedback by early this month on “this forthcoming requirement … to provide intelligence, surveillance and reconnaissance, target acquisition and all-weather precision strike capabilities in support of Canadian Forces operations worldwide.”

Lt.-Col. Alex Tupper, director of air requirements for UAVs in Ottawa, said that the LOI was something like “a market survey … . Before we go before the government with this project we want a really good idea of what the industry can do about cost, schedules, risk and technical feasibility.”

While the offensive-capable drones would not be in service prior to Canada’s scheduled withdrawal from Afghanistan in 2011, IAI and MDA received a $100-million contract in August for an undisclosed number of Heron surveillance drones to provide intelligence to Canadian combat troops in Afghanistan. The aircraft weighs about 1,000 kilograms and can fly for about 40 hours at an altitude of 10,000 metres.

The contract followed publication of the report by former deputy prime minister John Manley which recommended that Canada withdraw its troops from Afghanistan if serious shortcomings in aerial reconnaissance were not urgently addressed.

“From micro UAVs to strategic and tactical UAVs, we don’t leave any niche open,” said Shmuel Falik, IAI’s marketing manager, before conducting a tour of a hangar at Ben Gurion Airport, where toylike UAVs weighing only a few kilograms were parked beside others that were bigger than a Cessna. “We are looking to take care of all Canada’s needs, international and domestic.”

If the Canadian government approves Project JUSTAS, IAI and MDA hope to sell Canada the much larger Heron TP, a 4,650-kilogram drone with the same wingspan as a Boeing 737 and powered by a Canadian-built Pratt & Whitney turbo prop engine. The Heron TP can carry a 1,000-kilogram payload and stay aloft for 36 hours at an altitude of about 15,000 metres. As well as possessing a lethal strike capability, the aircraft could be used in a pure surveillance role over battlefields and for long-range Arctic and maritime patrols.

The Israeli and Canadian partners hope that their current Heron contract will help them to get a foot in the door before Canada formally seeks bids for an even more capable multi-purpose drone next year.

“What this contract gives us is a lot of experience with UAVs, with the concept, the supply chain, the logistics, support,” said David Hargreaves, vice-president of integrated information solutions for MDA, which is providing technical support for the drones that are being leased. “It fits with other things that we do such as radars, satellites and reconnaissance.”

The main rivals for the JUSTAS contract are expected to be California-based General Atomics Aeronautical Systems, which makes the Predator, and another Israeli company, Elbit Systems.

However, Tupper said the air force expected other bidders, too, adding that “in our minds there is no front-runner whatsoever.” Falik of IAI, said: “At the tactical level you have a lot of competitors because the entry ticket is a lot lower than for the strategic level. When you get to the strategic level there aren’t many companies with viable solutions.”

Training on the Herons that Canada leased for Afghanistan was conducted with Israeli experts and MDA technicians at CFB Suffield, Alta., and has involved troops slated to deploy to Kandahar early next year. “From all reports that I have received from a wide variety of sources, we’re satisfied that the objectives have been met,” Tupper said of the Herons’ performance so far.

MDA is to send a team of Canadian technicians to Afghanistan to maintain the Herons. Missions will be pre-programmed by air force personnel who will then monitor the flights from computer consoles on the ground.

Missions can be changed by sending data to the UAV’s on-board computers if, for example, troops as far away as 200 kilometres from technicians on the ground have something that they want looked at.

© (c) CanWest MediaWorks Publications Inc.”

“Working on a long-term [C4I2SR and drone] engagement for the Air Force Space Command (AFSPC), Serco needed a third-party solution for administration and security for their classified and non-classified SharePoint environments. With a command of 40,000 users and a SharePoint installation that included one farm with five front end servers, Serco required a tool to help them support everything from the Help Desk to SharePoint developers and site collection administrators.”

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 blow-out teams; now sponsors Grand Juries in CSI Crime and Safety Investigation

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