#2279: Marine Links Serco Long-Range Snuff-Film Navigators To HSBC NetJets OOOI, Black-Hand Drug Hub Hits

Plum City – (AbelDanger.net): United States Marine Field McConnell has linked Serco’s deployment of long-range snuff-film navigators out of RAF Northolt to HSBC’s loans to those fractional owners who like to watch Black-Hand drug-hub contract hits while their NetJets aircraft are moved between Gate Out, Wheels Off, Wheels On, and Gate In (‘OOOI’).

Black Hand* – Drug-hub navigators with a “Privy Seal License to Track, Film, Kill, Bribe” for the City of London’s Honourable Artillery Company 1537; The Master Mariners and Air Pilots (formerly GAPAN) 1929, and The Ancient and Honorable Artillery Company of Massachusetts 1638 – whose alumni include the United States’ Presidents James Monroe, Chester Alan Arthur, Calvin Coolidge and John F. Kennedy and – perhaps – Barack ‘Choom Gang‘ Obama.

McConnell alleges that Serco backhauled real-time snuff-film images to the HSBC clients who booked Black Hand NetJets so they could watch Princess Diana’s Mercedes being navigated into the 13th column of the tunnel under the Pont de l’Alma bridge in Paris on 31 August 1997.

McConnell alleges that Serco backhauled real-time images to the HSBC clients who had booked Black Hand NetJets so they could watch the Naudet Brothers (Naudets/Duane St) film of AA Flight 11 being navigated into the North tower of the World Trade Center at 08:46:40 on 9/11.

McConnell will attend The British Constitution Group’s Spring Conference, held jointly with the UK Column, in Telford, U.K., starting February 28, where he will invite rebuttal of his allegation that Serco deploys long-range snuff-film navigators out of RAF Northolt so that HSBC fractional NetJets owners can watch Black-Hand drug-hub contract hits during their OOOI breaks.

Prequel 1: #2278: Marine Links Serco’s Black-Hand Waypoints For Drug-Hub Banker To NetJets Student Loans, Bin Laden Check-Free Turns

Prequel 2: #1384 Marine Links Sam Cam Smythson’s Serco Clock to Princess Diana’s Pont d’Iena Spread-Bet Vig

CRASH: Ep 1: Carnage: Car Safety & Car Crashes: Pt 1: Princess Diana Car Crash 
Death of Princess Diana 

9/11 Alexander Haig Had Inside Knowledge Of The World Trade Center Bombing
WTC1 North Tower Plane Impact on 9/11 – Naudet
911 Resolution Trilogy · Volume III · Pattern of the Times part 1 of4

NetJets fractional owner on 9/11!

NetJets CEO Jordan Hansell on the World’s Largest Private Jet Fleet and Working with Warren Buffet 
The Swiss Leaks – 60 Minutes Interviews HSBC Whistleblower Hervé Falciani (2015) 

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?

“Diana: The unseen evidence which has been mysteriously ignored until now 
Last updated at 09:30 25 September 2007
Over English tea served in fine china cups at a sumptuous Paris apartment last November, an astonishing meeting took place to discuss the death of 36-year-old Diana, Princess of Wales.

The conversation was cordial. A butler carrying a teapot and tray of delicate sandwiches moved smoothly between the guests in the richly decorated drawing room of a building owned by the British Government, near the famous Champs Elysees.

In one Victorian armchair sat Lord Stevens, the respected former head of Scotland Yard. He had just finished a three-year investigation called Operation Paget into whether there was a conspiracy to murder the most famous woman in the world ten years ago and a cover-up to hide the truth.

The Princess was travelling with her Muslim lover Dodi Fayed in a Mercedes car when it smashed into the 13th column of the Pont D’Alma road tunnel in Paris at 12.23am on Sunday, August 31, 1997.

“American Airlines Flight 11 was a domestic passenger flight that was hijacked by five al-Qaeda members on September 11, 2001, as part of the September 11 attacks. They deliberately crashed it into the North Tower of the World Trade Center in New York City, killing all 92 people aboard and an unknown number in the building’s impact zone. The aircraft involved, a Boeing 767-223ER, was flying American Airlines’ daily scheduled morning transcontinental service from Logan International Airport, in Boston, Massachusetts, to Los Angeles International Airport, in Los Angeles, California.

Fifteen minutes into the flight, the hijackers injured at least three people (possibly killing one), forcibly breached the cockpit, and overpowered the captain and first officer. Mohamed Atta, an al-Qaeda member and licensed commercial pilot, took over the controls. Air-traffic controllers noticed the flight was in distress when the crew was no longer responding. They realized the flight had been hijacked when Mohammed Atta’s announcements for passengers were transmitted to air traffic control. On board, flight attendants Amy Sweeneyand Betty Ong contacted American Airlines, and provided information about the hijackersand injuries to passengers and crew.

The aircraft crashed into the North tower of the World Trade Center at 08:46:40 local time. Countless people in the streets of New York City witnessed the strike, but few video recordings captured the moment. Documentary film maker Jules Naudet captured the only known footage of the initial impact from start to finish. Before the hijacking was confirmed, news agencies began to report on the incident and speculated that the crash had been an accident. The impact and subsequent fire caused the North Tower to collapse 102 minutes after the crash, resulting in hundreds of additional casualties. During the recovery effort at the World Trade Center site, workers recovered and identified dozens of remains from Flight 11 victims, but many body fragments could not be identified.”

“Originally, in general film-making usage, the “money shot” was simply the scene that cost the most money to produce.[1] In general, a money shot (also called a money-making shot[2]) is a provocative, sensational, or memorable sequence in a film, on which the film’s commercial performance is perceived to depend.[3] The scene may or may not be a special-effects sequence, but may be counted on to become a selling point for the film. For example, in an action thriller, an expensive special-effects sequence of a dam bursting might be considered the money shot of the film. Many filmmakers read a script and look for the most dramatic or climactic moment—the money shot—in the proposed film.[citation needed] Even though the costs or technical challenges of filming such an impressive scene may be huge, producers and directors will do whatever it takes to get that shot completed. It is because of its box-office importance and expensive set-up, that this climactic scene is often referred to as a money shot.”

“OOOI Data refers to times of the actual aircraft movements of Gate Out, Wheels Off, Wheels On, and Gate In. This data is provided for many carriers on a next day basis from ARINC, a private aviation communications company, and on a monthly basis from DOT’s ASQP Data. In addition, starting October 1, 2012, CountOps Threshold Crossing Times, which are within seconds of the Wheels Off and Wheels On times, are used to populate the Wheels Off and Wheels On times on a next day basis when no ARINC OOOI data are available. CountOps is an automated source of departure and arrival counts for Operations Network (OPSNET).

These actual aircraft movement times are the basis for many statistics throughout ASPM. When OOOI times are not available, they are estimated. For more information on estimation techniques, see ASPM: Estimation Techniques.

Most OOOI times are detected and transmitted automatically by sensors (such as doors, parking brakes, and strut switch sensors) in ACARS-equipped aircraft. On and Off times from CountOps Threshold Crossing Times are based on radar hits on take-off or landing. The table below explains the action and condition related to each OOOI time from ACARS-equipped aircraft.

[Evidence of Serco’s – then RCA GB 29 – deployment of Long Range Desert Group Navigators in WWII] On September 13th, 1940, a quarter of a million Italian troops under Marshal Rodolfo Graziani crossed the Libyan-Egyptian border and started an attack on the British troops in Egypt. Their objective: to push through the weak British defences and reach the Suez Canal, thus threatening one of the Empire’s most vital links with its overseas colonies. The outcome of the war might well have been different had the Italian troops succeeded in their campaign – however, just as the attack began, Graziani began receiving disturbing news of attacks on his supply chains: depots were raided, airfields burned to the ground, convoys attacked and captured, all well behind the frontline and from a direction he had thought to be completely safe – his southern flank, bordered by a sand sea thought to be impassible for vehicles and troops. The Italian offense halted, Graziani being uncertain how to deal with these unsuspected attacks that seemed to come out of nowhere, and the resulting break gave the British defenders all the time they needed to move in reinforcements and mount a counterattack.

Unknown to Graziani, these raids were not carried out by large troop contingents but by a small group of desert experts formed only six weeks before – the Long Range Desert Group, at the time consisting of no more than a couple dozen men and a handful of re-fitted civilian trucks. This bold movement that was to tip the scales in the Allies’ favor in one of the most decisive moments of the war was made possible by the vision of two men – General Sir Archibald Wavell, head of the British Middle East troops, who had masterminded this effective bluff, and Major Ralph Bagnold, a World War 1 Veteran who had spent the interwar years as a desert explorer and had a knowledge of the Libyan desert unmatched in his time.

As the Italian offense drew near, Bagnold had quickly contacted his pre-war explorer buddies and -on Wavell’s command- started to assemble a unit that could quickly move through desert terrain and strike at the enemy where he least expected it, using lightly armed and completely un-armored vehicles and operating completely self-sufficient, patrols being able to move through the desert for at least two weeks before resupplying.

During the course of the African Campaign, the unit conducted various raids on Axis targets far behind enemy lines, thus constantly threatening the Axis’ interior lines of communication and aggravating Rommel’s already precarious supply situation. Of equally great importance was LRDG’s intelligence work – patrols could supply HQ with detailed information on number, speed and direction of enemy troop movement, giving Allied operations a tactical edge that considerably helped fasten the defeat of Rommel’s Afrika Korps. When in the battle of Alam Halfa Rommel’s deputy, Wilhelm von Thoma, was captured, he was surprised to hear that Montgomery was better informed on German troop strengths and movements than he himself – information Montgomery had largely obtained from LRDG patrols.

Just as the LRDG had won the day in the beginning of the African war, they also triggered the end of the campaign: in 1943, when General Freyberg attacked Rommel’s last stand at Mareth, he moved his troops through “impassable” terrain to attack the Germans’ weak southern flank, using a route an LRDG patrol had scouted out for him.”

Government plans to use Flight 93 cockpit tapes in Moussaoui trial “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.” Finally someone admits that there was a plane up there when Flight 93 crashed. But who was it and why?

Reporting on the investigation, the news website Great Game India observed last week that for years, “when banks have been caught laundering drug money, they have claimed that they did not know, that they were but victims of sneaky drug dealers and a few corrupt employees.

“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.”

In 2011, Cruz published a book about his experience with HSBC titled “World Banking World Fraud: Using Your Identity.”

Note: Media wishing to interview Jerome Corsi, senior staff writer for WND, please contact us here.


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

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).”

“RAF Northolt mulls plan to boost bizav activity 

by Charles Alcock
– January 8, 2008, 11:13 AM 
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.”

“Brian J Walton Aviation Engineer & Expert Witness
1995 to date … Serco Group plc, RAF Northolt
Senior 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.”
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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