Plum City – (AbelDanger.net): United States Marine Field McConnell has linked Black-Hand* check turns executed by the Bin Laden Group on 9/11 to HSBC’s drug-hub banking services for NetJets fractional owners flying out of RAF Northolt and alleged extortion of erstwhile passengers on The Queen’s Flight by Serco ground staff.
Princess Diana’s coffin arriving in England
Black Hand* – Lloyd’s Register of captains or journeymen with a “Privy Seal License 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 ‘Choom Gang‘ Obama.
McConnell claims that the absence of visible check turns in the Bin Laden attacks of 9/11 proves the hijacked Boeing aircraft were flown remotely by Black Hand pilots who allegedly used NetJets aircraft as on-scene command posts and QRS-11 gyroscopes with a 40 cycle/second refresh rates to adjust airleons on drones and smooth flights into targets.
McConnell will attend The British Constitution Group’s Spring Conference, held jointly with the UK Column, in Telford, U.K., starting February 28 – he will invite proof by contradiction of his allegation that Serco and NetJets ground staff at RAF Northolt flew Black Handcheck turns on 9/11 and use death by plane events to extort concessions from users of The Queen’s Flight.
9/11 Alexander Haig Had Inside Knowledge Of The World Trade Center Bombing [Note Bin Laden Group comment]
Flight 175 (rare video)
NetJets CEO Jordan Hansell on the World’s Largest Private Jet Fleet and Working with Warren Buffet
SWISSLEAKS – “HSBC developed dangerous clients: arms merchants, drug dealers, terrorism financers”
Copy of SERCO GROUP PLC: List of Subsidiaries AND Shareholders! (Mobile Playback Version) [Note that HSBC is Serco’s banker and one of Serco’s major shareholders with
Her Majesty’s Government and its funds]
Serco… Would you like to know more?
“John Bloom .. Then, as he watched horrified, Bloom saw the second plane approach: “For a moment it was pointed directly at me, then about five seconds before impact the pilot made an adjustment and banked about 20 degrees. He was making a correction! To go in at an angle? To make sure he hit the center?
“He sailed in so smoothly. There was that little moment when you see a plane level out before it touches down. It almost eased into the building. I waited for the blast, and it was strangely delayed. He entered on the opposite side of the tower but I saw the fire shoot out of my side before I heard the explosion. He had hit much lower, around the 50th floor, and this time the gash was infinitely worse.” findarticles.com/p/articles/mi_qn4155/is_20060905/ai_n16707300 (link now dead)”
“In logic, proof by contradiction is a form of proof, and more specifically a form of indirect proof, that establishes the truth or validity of a proposition by showing that the proposition’s being false would imply a contradiction. Proof by contradiction is also known as indirect proof, apagogical argument, proof by assuming the opposite, and reductio ad impossibilem. It is a particular kind of the more general form of argument known as reductio ad absurdum. G. H. Hardy described proof by contradiction as “one of a mathematician’s finest weapons”, saying “It is a far finer gambit than any chessgambit: a chess player may offer the sacrifice of a pawn or even a piece, but a mathematician offers the game.””
WHISTLEBLOWER BELIEVES HSBC STILL MONEY-LAUNDERING
Scandal could sink Obama’s pick for attorney general
Published: 19 hours ago
By Jerome Corsi and Art Moore
NEW YORK – As the Senate Judiciary Committee investigates attorney-general nominee Loretta Lynch’s role in deferring prosecution of HSBC for laundering money for drug cartels and terrorists, the key whistleblower in the case is telling WND he believes the banking giant’s crimes haven’t stopped.
“I’m confident HSBC never quit money-laundering despite the Department of Justice settlement in December 2012,” Cruz told WND.
“About six months ago, I called some of my friends at the bank and found out the same bank employees that were involved in the money laundering before I was fired are still there,” he said.
“We checked, and bank managers refused to close the accounts they were using for money laundering.”
Peter Carr, public affairs specialist for the Justice Department’s criminal division, told WND that HSBC is being independently monitored for compliance with the deferred prosecution agreement.
“The court imposed an independent corporate compliance monitor in this case, and the government files quarterly reports with the court providing updates regarding the implementation of the deferred prosecution agreement,” he explained.
An April 1, 2014, report of the first annual review implied that while HSBC was cooperating, the changes that need to be made to ensure the money-laundering is eliminated were not completed.
“While it is clear from the Initial Review, and HSBC itself acknowledges, that HSBC Group still has much work to be done, the Monitor believes that HSBC Group is working in good faith to meet the requirements imposed by the DPA,” the report said.
WND asked Carr whether or not the Justice Department believes money laundering continued after the agreement and, if so, what it would take for the DOJ to go ahead and prosecute HSBC, but he declined to comment.
Carr said the next quarterly filing, in April, will include information from the monitor’s second annual review.
The Department of Justice investigation of HSBC culminated Dec. 11, 2012, in a deferred prosecution agreement signed by Lynch – the U.S. attorney for the Eastern District of New York – in which HSBC admitted “willful criminal activity” and paid a $1.9 billion fine in return for the Justice Department agreeing not to bring criminal charges against any HSBC employee.
At the time, Assistant Attorney General Lanny A. Breuer said HSBC “is being held accountable for stunning failures of oversight – and worse – that led the bank to permit narcotics traffickers and others to launder hundreds of millions of dollars through HSBC subsidiaries, and to facilitate hundreds of millions more in transactions with sanctioned countries.”
Breuer said that under the terms of the agreement, “if the bank fails to comply with the agreement in any way, we reserve the right to fully prosecute it.”
The DOJ presented to WND copies of three of the quarterly updates (here, here and here) Lynch and her assistant attorneys must submit to Judge John Gleeson of United States District Court Eastern District of New York regarding HSBC’s compliance with the agreement.
HSBC was founded in 1865 as the Hong Kong and Shanghai Banking Corporation in the then-British colony of Hong Kong and, a month later, in Shanghai, as trade began in China, including the lucrative opium trade.
“The recent allegations coming out of HSBC’s private bank in Switzerland only provide more proof for the allegations I’ve made from the beginning that HSBC is a criminal enterprise engaged in massive tax evasion schemes as they launder money for drug cartels and terrorists around the world,” he said.
Cruz gave WND a list of the names of 15 people who worked at HSBC while he was an employee that he either suspected of being involved in the money-laundering or were made aware of it.
WND phone calls found that six on the list were still HSBC employees. However, none were willing to discuss Cruz or his allegations of HSBC money-laundering.
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WND reported Feb. 11 that Senate Judiciary Committee member Sen. David Vitter, R-La., is investigating Cruz’s allegations that Lynch participated in a cover-up engineered by the Obama administration to allow HSBC to avoid criminal prosecution in return for what Cruz has characterized as a “wrist-slap fine,” amounting to no more than a few days operating profit for a bank the size of HSBC. As a result of the Cruz investigation, the committee has postponed the Senate vote until Congress returns from the Presidents’ Day recess. WND reported Thursday that Senate Judiciary Committee staff conducted a two-hour session with Cruz.
Gary Osen, who is litigating a case against HSBC and other banks in Lynch’s U.S. District Court in the Eastern District of New York, told WND that while he has no hard evidence that the bank is continuing money laundering, it’s difficult to change the ways of a bank the size of HSBC.
“Occasionally, there really are changes in management and culture in a bank like HSBC after a settlement like the 2012 settlement HSBC reached with the Department of Justice that really do improve the culture of the bank,” Osen said.
“But as a general rule, it’s really had to turn around a large international bank like HSBC except on the most superficial level.”
Osen said the reason is that foreign, multinational banks “have a tremendous competitive advantage to engage in illegal money-laundering.”
“When you think about it, the profit margins in illegal money-laundering are incredibly high; it’s super profitable,” he said.
“It’s a niche market where banks like HSBC can compete with U.S. banks, and it’s hard for the multinational large commercial banks to forgo illegal money-laundering or dealing with government-sanctioned foreign banks, because they know their competitors will come in and sweep up the business from them.”
Osen is suing HSBC along with Credit Suisse, Barclays, Standard Chartered and Royal Bank of Scotland in a case brought by Charlotte Freeman, whose husband died in an attack by Iranian-trained militants in Karbala, Iraq, on Jan. 20, 2007.
Osen represents a group of U.S. citizens with family in the U.S. military who were killed in combat in Afghanistan or Iraq. The plaintiffs allege the international banks handled hundreds of billions of dollars in international transfers for U.S.-sanctioned Iranian financial banks that Osen contends were responsible directly or indirectly for losses of loved ones suffered by his clients.
“It is impossible that the system of finance and banking at HSBC have changed their manner of functioning,” Falciani said in an article published in Mexico Feb. 12, 2014. “Where is the control that everybody thinks exist in banking but in reality do not exist?”
Osen affirmed it’s particularly hard for large, foreign-domiciled international bank like HSBC to change.
Banks of that kind, he said, “have these off-shore capabilities and have made a lot of money in these illegal rackets to ignore the constant earnings pressure change the corporate culture so they give any credence at all to compliance.”
“All too often these multinational banks have the architecture for compliance, but they do not treat compliance issues seriously,” he said.
“It’s sort of like when we depose bankers and they point to their giant, shiny software package that cost them $12 million to install; and they are very proud of what they have bought until you find out they never actually put it into their system,” Osen said.
“They may have bought the compliance package, but they never installed it.”
The investigation uncovered secret documents from HSBC’s Swiss private banking arm containing the names of HSBC account holders and their balances in more than 200 countries with a the total balance of more than $100 billion.
“Nothing could be further from the truth. The truth is that a considerable portion of the global banking system is explicitly dedicated to handling the enormous volume of cash produced daily by dope traffickers.”
Great Game India said that contrary to popular opinion, “it is not ‘demand’ from the world’s population which creates the mind destroying drug trade.”
“Rather, it is the world financial oligarchy, looking for massive profits and the destruction of the minds of the population it is determined to dominate, which organized the drug trade. The case of HSBC underscores that point. Serving as the central bank of this global apparatus, is HSBC.”
Great Game India traced HSBC back to the 1890s when British intelligence agents operating the drug trade in the Opium Wars launched the Hong Kong Shanghai Bank Corporation “as a repository for their opium proceeds.”
‘A criminal organization’
Cruz began working at HSBC on Jan. 14, 2008, as a commercial bank accounts relationship manager, and was terminated for “poor job performance” on Feb. 17, 2010, after he refused to stop investigating the HSBC criminal money-laundering scheme from within the bank.
Cruz worked in the HSBC southern New York region, which accounts for approximately 50 percent of HSBC’s North American revenue. He was assigned to work with several branch managers to identify accounts to which HSBC might introduce additional banking services.
Cruz told WND he recorded hundreds of hours of meetings he conducted with HSBC management and bank security personnel in which he charged various bank managers were engaging in criminal acts.
“I have hours and hours of recordings, ranging from bank tellers, to business representatives, to branch managers, to executives,” he said. “The whole system is designed to be a culture of fraud to make it look like it’s a legal system. But it’s not.”
Cruz explained that after many repeated efforts, he gave up on the idea that HSBC senior management or bank security would pursue his allegations to investigate and stop the wrongdoing.
“My conclusion was that HSBC wasn’t going to do anything about this account, because HSBC management from the branch level, to senior bank security, to executive senior management was involved in the illegal activity I found,” he said.
Despite repeated attempts to bring the information to the attention of law enforcement officers, Cruz hit a brick wall until WND examined his documentation and determined his allegations were sufficiently substantiated to merit publication.
“HSBC is a criminal organization,” Cruz stressed. “It is a culture of crime.”
Britain’s Ministry of Defence (MoD) is considering plans to allow 30- or 40 percent more business aviation traffic at the Royal Air Force’s London-area Northolt base. At the same time, newly formed Northolt Business Aviation is preparing to offer unused air force hangar space to corporate operators.
The MoD is now contemplating an application to increase annual civil movements permitted at the airfield from 7,000 to 9,000 or 10,000. The basis for the increase, which has been requested by civil operators and service companies active at the airfield, is that the number of military movements at the site has declined since 10 years ago, when the current limit was set. The airport is located just 12 mi west of London, about three miles north of Heathrow Airport and close to the M25 beltway.
Local politicians and residents have been steadfastly opposed to increased civil traffic at Northolt. This opposition is being countered by the argument that modern business aircraft are significantly quieter than the military transports that have used the airfield.
Rising demand for RAF Northolt as an alternative business aviation gateway to the UK capital cannot be met by current limits, with controllers having to ration slots so as not to exceed the 7,000-movement annual quota. Operators have complained that this rationing is handled in a somewhat irrational, bureaucratic way, rather than acknowledging that business aviation traffic tends to be lighter in the vacation months of July and August and allowing the movements to be spread more evenly over the busier months. At press time the annual slots quota for 2002 had been almost exhausted, forcing some operators to use alternatives such as Farnborough.
The RAF station commander at Northolt is actively encouraged by the MoD to generate commercial revenue from the base by using “irreducible spare capacity.”
Crucially, he cannot increase the deployment of RAF personnel specifically to provide for civil operations. With the number of military operations progressively decreasing, this spare capacity is necessarily increasing. That said, with a possible war with Iraq looming it remains to be seen whether this might delay any plans to allow a larger civil aviation presence at the strategically located airfield.
Meanwhile, the aforementioned Northolt Business Aviation, established two years ago by Peter Riley, former director of flight operations for UK media group Granada, has leased Northolt’s Hangar 311 from the UK government’s Defence Estates agency and has signed a deal that enables NetJets Europe to use the building as its forward operating base. As of early last month, the fractional provider has been operating some of its 38-aircraft fleet out of Northolt to take advantage of its proximity to central London. By July, the NetJets Europe fleet is set to rise to 60 aircraft.
Riley, a former RAF fighter pilot, told AIN that the NetJets activity should not constrain other business aviation flying at Northolt because the aircraft will rotate through the airfield as necessary, rather than being permanently based there. In fact, the total number of NetJets movements in and out of Northolt should probably decrease because the operator has previously had to resort to a lot of positioning flights to and from other London-area airports. By being nominally based at Northolt, it will benefit from preferential access to weekend slots and to the more economical civil aircraft fuel supply provided by Air BP.
NetJets is establishing its own JAR 145 maintenance operation at the base to support its own aircraft. Its overall European operation will continue to be managed from its headquarters in Lisbon, Portugal.
The Granada flight department had itself been based at Northolt until it was mothballed six months ago. The company is now trying to sell its 1987 Hawker 800.
Maintenance for other based and transient civil aircraft is available from Serco, which is bidding to provide support for the NetJets operations at Northolt. The JAR 145-certified operation already provides support for the two BAE 146s and six Hawkers operated by the Royal Air Force to transport members of Britain’s royal family, as well as government ministers and officials. This operation falls under the auspices of the RAF’s No. 32 (The Royal) Squadron, which was formed from the 1997 amalgamation of the Queen’s Flight (then based at RAF Benson) and 32 Squadron’s government flight department.
The MoD is planning to build a new hangar next to the Northolt operations building, which doubles as a terminal for business aviation. The new building would mainly house The Royal Squadron’s aircraft, but will offer additional capacity for corporate operators.
Separately, the RAF is evaluating possible replacement aircraft for the 146s and Hawkers. Options being considered include the Gulfstream V and Bombardier Global Express, both of which could provide significantly greater range than is possible with the existing fleet.
Ground handling for business aircraft is provided by Northolt Handling, a joint venture between Regional Airports (owner of London-area Biggin Hill and Southend Airports) and Serco under a four-year license that started in July 2001. It will provide handling for the NetJets aircraft and already provides other visiting operators with ad hoc covered aircraft parking in Northolt’s Hangars 5 and 6.
Slots at Northolt are available strictly by prior arrangement, with the official deadline for requests being 3:30 p.m. on the preceding day. In some instances, Northolt Handling is able to secure slots on somewhat shorter notice since it works with the RAF controllers on flight planning for civil movements.
Northolt Handling manager Robert Walters told AIN that the average number of movements each day is around 30, a number that peaked as high as 50 during busy periods last year. The FBO now has almost 150 regular customers.
The airfield’s official opening hours for civil flights are 8 a.m. to 8 p.m. on weekdays. Based operators can sometimes get permission for flights outside these hours and on weekends, provided the airfield is open for military operations at the time. When a slot is not available, Northolt Handling tries to redirect flights to its sister airports at Biggin Hill (12 mi southeast of London) and Southend (37 mi to the east and open 24/7).
Northolt’s main runway is 5,525 ft long, which allows larger business jets such as the Falcon 900 to take off fully loaded. Larger aircraft such as the Boeing Business Jet can also use the airfield, but are limited by pavement-strength issues to around a dozen movements per year.
Landing fees go directly to the RAF and are among the most costly in the London area. A GIV operator, for example, would pay around £1,100 ($1,700). RAF Northolt currently collects almost $2 million in civil landing fees annually and is ranked as one of Britain’s most commercially viable air force bases.
Handling fees are charged in the following four mtow categories: £90 ($140) for up to 10 metric tons (22,046 lb); £120 ($186) for between 10 and 20 metric tons (up to 44,092 lb); £150 ($233) for between 20 and 40 metric tons (up to 88,184 lb); and £180 ($279) for aircraft over 40 metric tons. The Northolt landing fee covers use of a ground power unit and lavatory service for the aircraft. The handling fee covers all other ground services.
Northolt Handling currently has three staff members besides Walters, and it is about to add another. Supplementary baggage handling can be provided by RAF personnel during busy periods. In addition to Serco, which now manages the RAF’s visiting aircraft servicing operation, line maintenance and repairs can be conducted by Jet Aviation, which dispatches mechanics from its Biggin Hill operation.
Visiting aircraft generally have to purchase fuel from RAF supplies at somewhat elevated prices. For based aircraft, and by special arrangement, fuel can be supplied by Air BP.”
“The Fabrication of the Flight 93 Myth
Three-minute discrepancy in tape
Cockpit voice recording ends before Flight 93’s official time of impact
THE FINAL three minutes of hijacked United Flight 93 are still a mystery more than a year after it crashed in western Pennsylvania – even to grieving relatives who sought comfort in listening to its cockpit tapes in April.
A Daily News investigation has found a roughly three-minute gap between the time the tape goes silent – according to government-prepared transcripts – and the time that top scientists have pinpointed for the crash.
Several leading seismologists agree that Flight 93 crashed last Sept. 11 at 10:06:05 a.m., give or take a couple of seconds. Family members allowed to hear the cockpit voice recorder in Princeton, N.J., last spring were told it stopped just after 10:03.
The FBI and other agencies refused repeated requests to explain the discrepancy.
But the relatives of Flight 93 passengers who heard the cockpit tape April 18 at a Princeton hotel said government officials laid out a timetable for the crash in a briefing and in a transcript that accompanied the recording. Relatives later reported they heard sounds of an on-board struggle beginning at 9:58 a.m., but there was a final “rushing sound” at 10:03, and the tape fell silent.
Vaughn Hoglan, the uncle of passenger Mark Bingham, said by phone from California that near the end there are shouts of “pull up, pull up,” but the end of the tape “is inferred – there’s no impact.” [Philadelphia Daily News, 9/16/2002]
Okay, so the above article states that seismologists agreed that Flight 93 crashed at 10:06 a.m., the last three minutes of the cockpit tape were missing, there is a mention of a struggle, but no mention of maniacal hijackers, and the tape ended with a “rushing sound”.
Let’s move on to 2004:
The passengers continued with their assault, trying to break through the cockpit door. At 10:02 a.m. and 23 seconds, a hijacker said, “Pull it down! Pull it down!”
“The hijackers remained at the controls but must have judged that the passengers were only seconds from overcoming them,” the report concludes.
“The airplane headed down; the control wheel was turned hard to the right. The airplane rolled onto its back, and one of the hijackers began shouting, ‘Allah is the greatest. Allah is the greatest.’
“With the sounds of the passenger counter-attack continuing, the aircraft plowed into an empty field in Shanksville, Pennsylvania, at 580 miles per hour, about 20 minutes’ flying time from Washington, D.C.” [CNN, 7/23/2004]
The story has completely changed. The 10:06 a.m. seismic event has completely disappeared and we are told that maniacal hijackers on the verge of being overwhelmed by passengers counter attacking whilst the plane was flying upside down flew the plane into the ground at 10:03 a.m. with one of them shouting “Allah is the greatest. Allah is the greatest.”
Now let’s move on to 2006:
Three minutes after 10 a.m., passengers seem to be breaking through the cockpit door, fighting with the hijackers in a futile effort to take back the throttle.
“Go! Go!” they encourage one another. “Move! Move!” But the terrorists have flipped the plane upside down. They spin it downward.
“Shall we finish it off?” a hijacker asks in Arabic.
In its final plunge, the hijackers shout over and over in Arabic: “Allah is the greatest! Allah is the greatest!” [SFGate, 4/13/2006]
Now ALL of the hijackers are shouting “Allah is the greatest! Allah is the greatest!”
Why do I get the feeling that the last minutes of Flight 93’s CVR are fabricated?”
“Private plane by NetJets tracked Flight UA93 on September 11 “Additional recordings would be played from the cockpit of an executive jet that tracked Flight 93 on Sept. 11… An official for NetJets, a company that sells shares in private business aircraft, confirmed that the plane tracking Flight 93 belonged to the company. The official, who asked not to be identified by name, said the company was asked not to comment on the Sept. 11 flight but would not say who made the request.” -Holland Sentinel/AP (8/09/02)”
OAT / NETJETS EUROPE CADET PROGRAMME
FREQUENTLY ASKED QUESTIONS
What is the purpose of the joint OAT/NetJets Europe Cadet Programme?
NetJets Europe is the leading private jet operator in Europe and conducts operations around the world. They are undergoing a programme of expansion and have identified a requirement to recruit a number of highly motivated, suitably qualified young men and women of European Union or Swiss citizenship to join them as First Officers. Those initially selected will enter training at Oxford Aviation Training on an integrated APP First Officer (APP FO) ATPL training course commencing in either May, June or August 2007 and should enter the airline as a First Officer under training from late 2008. Further courses are planned for later in the year.
What can you tell me about Oxford Aviation Training?
OAT is one of the largest and best known Flight Training Schools in the world. Since 1964, it has trained more than 16,000 pilots for many of the world’s major airlines. At its two Airline Training Centres, in Oxford, England and Phoenix, Arizona, OAT provides state-of-the-art facilities, highly-experienced instructors and unsurpassed training.
What can you tell me about NetJets Europe?
NetJets Europe operates business jets on a fractional ownership basis. NetJets has over 1,250 owners and cardholders who currently share 114 jets with an average age of 2.5 years. NetJets Europe has grown over the last 10 years since inception to become the ninth largest airline in Europe in terms of fleet size. The company is more than 6 times the size of the next largest business jet operator in Europe.
NetJets Europe currently operates the following aircraft types:
* Cessna Citation Bravo
* Hawker 400XP
* Cessna Citation Excel/XLS
* Hawker 800XP/XPC
* Falcon 2000, 2000EX, 900, 900EX
* Gulfstream GIV-SP, V, 550
OAT created the very first ab-initio integrated airline pilot training programme in 1964. The APP FO course is an entirely new version of this training and was launched in 2003, with the first course graduating in mid-2004. It was designed from the outset to provide airline focussed training for selected individuals able to demonstrate the skills, aptitude and personal qualities needed to operate as a First Officer in the highly demanding operating environment of a modern commercial jet. The APP FO is now widely accepted by airlines as representing the benchmark for modern, integrated ab-initio training courses. The OAT/NetJets Europe cadet programme provides the same high quality airline focused training that is the established hallmark of the APP FO course, and adds to it certain key features, notably:
* A conditional offer of employment as a pilot by NetJets Europe
* A bespoke bank loan from HSBC
* Partial refund of your APP FO training and associated costs through employment with NetJets Europe
Will those selected for the OAT/NetJets Europe Cadet Programme complete the standard APP FO course?
NetJets Europe selected students will complete the standard course save that certain key elements will be focused on the airline’s own procedures and techniques.
NetJets Europe cadets will attend an additional two week course prior to graduation on aerobatics/unusual attitudes and VFR airfield training.
How does it work?
Prior to commencement of training, students who pass a joint OAT/NetJets selection process will be offered conditional employment by NetJets Europe subject to their achieving and maintaining satisfactory standards as they progress through their OAT training.
What are the financial benefits?
In addition to the security of employment with NetJets Europe, successful OAT/NetJets candidates will benefit from a special cadet entry First Officer salary programme. In addition to a cadet entry salary of €36,500 per annum, NetJets Europe will also pay those selected for the cadet programme a further €20,000 pa towards repayment of their training loan until such time that the training loan has been repaid (€56,500 in total for your first year of employment). It is anticipated the loan will be paid off within 5-6 years of employment with NetJets Europe, at which time the cadet entry First Officer switches to the First Officer salary scale with accrued company seniority from date of joining the airline.
For cadet entry First Officers resident in the UK on entry into the airline, and during the repayment period, we have been advised by the Inland Revenue that the repayment may be from gross salary i.e. before tax. For cadets resident outside of the UK during the repayment period the deductions will be made from net salary i.e. after tax.
NetJets Europe also currently provides type training for their new pilots at company expense. Details of these benefits will be fully explained to those candidates who successfully reach Stage 2 of the selection process.
How much will the course cost?
Under the cadet training programme OAT training will cost £61,800 plus £4,000 for the CAA test fees (2007 figures). Included in the price are 20 weeks room only accommodation in Phoenix plus the two weeks accommodation during the additional aerobatic/unusual attitude advance handling and VFR training courses. This will mean that you will need to cover any other expenses, which are effectively limited to approximately 43 weeks Oxford accommodation and food, (estimated cost of £9,000) given that all other costs are already encompassed within the course fee. The total estimated cost is approximately £75,000.
OAT offers a bespoke HSBC loan programme for all APP FO students. Based on this programme, OAT/NetJets Europe cadets will qualify for a loan of up to £60,000, subject to meeting agreed HSBC/NetJets requirements. The loan will be paid off through salary deductions over a period of 5 to 6 years.
Successful candidates will be required to deposit £9,000 into a HSBC deposit account prior to commencement of the course, which will be refunded to their loan account, plus interest, once they have successfully completed their multi-engine commercial flight test (approximately 50 weeks into the course).
Full details of the special loan arrangements associated with the programme will be provided to all candidates reaching Stage 2 of Selection.
Will I be required to occupy OAT accommodation during the course?
Yes, NetJets Europe selected cadets will be required to occupy OAT accommodation for the full course.
I have already passed the APP FO Skills Assessment and applied for the standard HSBC Professional Studies Loan. Should I continue my application?
You should continue your existing loan application concurrently with the NetJets selection process, which will ensure your course commencement is not delayed unnecessarily if you are not chosen by NetJets Europe.
Will the OAT ‘Skills Protection Plan (SPP) guarantee apply to the OAT/NetJets Europe Cadet Programme?
OAT will apply full APP FO Skills Protection Plan guarantees to NetJets’ courses, covering financial risk up to the multi-engine commercial flight test (approximately at the 50 week point).”
“Oxford Aviation Academy (OAA) is the largest ab initio flight training network in the world and it provides integrated aviation training and resourcing services. Professional airline pilots have been trained at Oxford Aviation Academy flight school since 1961.
OAA operates 125 training aircraft, 64 simulators and 10 training centres delivering a portfolio of aviation training courses. OAA’s 3 ab initio airline pilot training schools have trained more than 26,000 professional pilots over the past 50 years. OAA’s 7 type training centres offer approved airline pilot, cabin crew and maintenance engineer training on a wide range of aircraft types including Boeing, Airbus,Bombardier, BAE Systems and Embraer.
Oxford Aviation Academy includes the former Oxford Aviation Training — acommercial pilot training school based at London Oxford Airport in the United Kingdom — and Phoenix Goodyear Airport in the United States of America; the former SAS Flight Academy, the former GECAT and the former BAE Systems Woodford, UK Training Centre, all of which are majority owned by STAR Capital Partners of London with a minority stake of less than 20% retained by GE Commercial Aviation Services.
1995 to date … Serco Group plc, RAF Northolt
xxxSenior BAe 146 Crew Chief
Operate under The Military Aviation Authority (MAA) & Maintenance Approved Organisation Scheme (MAOS) rules.
Fly on the BAe 146 CC2 of No32 (TR) Squadron, RAF (an amalgamation of The Queen’s Flight and 32 Squadron RAF) as a civilian Engineering Specialist. Duties include setting up the aircraft and testing all systems. Carry out all servicing and rectification and solely responsible for engineering standards whilst away from base. Fly worldwide on Royal/VVIP Tours, often for extended periods and was the engineer on all of HRH The Duke of Edinburgh’s BAe 146 tasks for approximately six years until his retirement from flying.
Responsible for training and annual assessment of all the new BAe 146 Crew Chiefs, ensuring they continue to meet exacting engineering standards. Accompany Test Pilots on full Air Tests on an annual basis and on any Air Checks. Carry out diagnosis, rectification and functionals of all systems, including ground running of the engines and APU, also take part in hangar servicing of the BAe 146 at all levels up to C check.
Completed all the manufacturers BAe 146 training courses, Airframe, Engine, Electrics, Avionic and SEP10 Autopilot course.”
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