Plum City – (AbelDanger.net): United States Marine Field McConnell has linked Serco’s use of Black Hand* OOOI times at RAF Northolt to HSBC’s drug-hub operations at the Offutt AFB United States Strategic Command and Warren Buffett’s alleged use of NetJets to transport crews to record the “first live-broadcast mass snuff film in human history” on 9/11.
“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). [Allegedly synchronized with HSBC Joint Automated Booking System JABS]“
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 – the world’s biggest air traffic controller – suffered a man-in-the-middle attack on 9/11 when its FAA Contract Towers operatives failed to buck out the 14 minutes delayed departure times of AA Flight 11 (scheduled 07:45, wheels off 07:59) and the 14 minutes delayed departure of United Airlines Flight 175 (scheduled 08:00, wheels off 08:14).
McConnell claims that the MitM imputed delays stopped Serco from synchronizing OOOI times and stopped Buffett from showing Offutt hostages images from NetJets trackers of two planes hitting the WTC targets nearly simultaneously (8:46 – 14 = 8:32 and 9:02 – 14 – 14 = 8:34).
McConnell notes Serco’s CEO Chris Hyman (WTC#1 47th Floor presentation to shareholders!) apparently hoped to time the attacks to make the Quran’s Surat 8:32 Al-‘Anfāl (The Spoils of War) a self-fulfilling prophecy “And [remember] when they said, “O Allah , if this should be the truth from You, then rain down upon us stones from the sky or bring us a painful punishment.”
McConnell is attending The British Constitution Group’s Spring Conference – held jointly with the UK Column – in Telford, U.K., where he will invite rebuttal of his allegation that Serco used Black Hand OOOI times at RAF Northolt to coordinate HSBC drug-hub hits out of Offutt and Buffett’s NetJets recorded the “first live-broadcast mass snuff film in history” on 9/11.
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?
“United Airlines Flight 175 was a scheduled domestic passenger flight from Logan International Airport, inBoston, Massachusetts, to Los Angeles International Airport, in Los Angeles, California. On September 11, 2001, the Boeing 767-200 operating the route washijacked by five al-Qaeda terrorists and flown into the South Tower of the World Trade Center in New York City, killing all 65 people aboard and an unconfirmed number in the building’s impact zone.
Approximately thirty minutes into the flight, the hijackers forcibly breached the cockpit and overpowered the pilot and first officer, allowing lead hijacker and trained pilotMarwan al-Shehhi to take over the controls. UnlikeFlight 11, which turned its transponder off, the aircraft’s transponder was visible on New York Center’s radar, and the aircraft deviated from the assigned flight path for four minutes before air traffic controllers noticed these changes at 08:51 EDT. They made several unsuccessful attempts to contact the cockpit. Unknown to the hijackers, several passengers and crew aboard made phone calls from the plane to loved ones and provided information about the hijackers and injuries to passengers and crew.
The aircraft crashed into Tower Two (the South Tower) of the World Trade Center at 09:03. The Flight 175 hijacking was coordinated with that of American Airlines Flight 11, [OOOI wheels off 14 minutes late at 8:14] which struck the top of Tower One (the North Tower) 17 minutes earlier. The crash of Flight 175 into the South Tower was the only impact seen live on television around the world as it happened. The impact and subsequent fire caused the South Tower to collapse 56 minutes after the crash, resulting in hundreds of additional casualties. During the recovery effort at the World Trade Center site, workers recovered and identified remains from Flight 175 victims (see the Aftermath section below), but many other body fragments could not be identified.”
“SUNDAY, NOVEMBER 10, 2013
Look Who Came to the Offutt AFB Party on 9/11 Dressed To Kill! Warren Buffett,W Bush,& WTC Ceo’s
Warren Buffett was born in Omaha, Nebraska. He is known as one of the wealthiest men in the United States, with a fortune that is reported to be approximately $45 billion. He is also known to be a miser. He wants 99% of his wealth to go to the Buffett Foundation, which mostly serves family planning clinics.His company Berkshire Hathaway has gained overall value since 9/11. http://www.prisonplanet.com/analysis_louise_052603_buffett.html
So where was Warren Buffett the morning of 9/11 and what was he doing?
On the morning of the September 11, 2001 terrorist attack on America, before the attack commenced, the world’s second most wealthy man was already at the U.S. Strategic Command headquarters where G.W. Bush flew later that day for “safety.” As the attack began, Anne Tatlock was already en route to this same location. She arrived at the base to join Buffet in time to watch the second plane make a direct hit on the tower precisely where her office complex was located.
Mr. Buffett was reportedly at his home in Omaha, Nebraska watching TV when he heard about the terrorist attacks. He was getting ready to host his “last annual golf charity event” which just happened to be at the U.S. Strategic Command headquarters located at Offutt Air Force Base in Omaha.
Also on the morning on 9/11, a small group of top financial CEO’s with offices in the WTC, were flown to the nerve center of U.S. air defenses, for the “Charity Classic” golf event (fund raiser benefit for youth groups).
Look at the luck of Ann Tatlock, the CEO of Fiduciary Trust Co. International mentioned previously. Now what made Mrs. Tatlock such a lucky person for being invited to this charity event that morning? Mrs. Tatlock not only works in the World Trade Center, but her offices were right where Flight 175 crashed into the South WTC Tower. Fiduciary Trust just so happened to be running an emergency drill on 9/11. Fiduciary Trust is also the company of Scott Forbes, the key eyewitness to the power-down of the South Tower.
The three E-4B National Airborne Operations Center planes, nicknamed “Doomsday” planes during the Cold War, are based at Offutt. Two E-4B “Doomsday” planes were seen (& filmed) flying over the WTC’s and near the Pentagon as the attacks were occuring (NYC) or just after (D.C.)
(Omaha World Herald, 2/27/02) http://www.cooperativeresearch.org/entity.jsp?entity=global_guardian
In 1995, world-renowned financier Warren Buffett purchased his first fractional share in the NetJets® program. Three-and-a-half years later, Buffett’s Berkshire Hathaway purchased NetJets Inc.
“As a NetJets fractional aircraft Owner, I had Three-and-a-half years to examine the service of NetJets before Berkshire Hathaway purchased NetJets Inc. We knew we were purchasing the premier provider of aviation solutions in the world. And you can quote me to the world on that.” – WARREN BUFFETT, Chairman and CEO Berkshire Hathaway Inc.
Oddly enough, a NetJets executive company jet was “tracking” Flight 93 when it crashed in an open field in Shanksville, PA. The NetJets-Flight 93 connection is only the strongest evidence of Warren Buffett keeping 9/11 under watch. For example, Berkshire Hathaway owned FlightSafety International (Which Columbine killer Eric Harris’ father works for)..FlightSafety International trained alleged 9/11 hijacker Al Omari, along with two others who are connected to the case.Embry-Riddle Aeronautical University, which is linked to the government, FlightSafety, and NetJets (That’s two of Warren Buffett’s companies!) trained Waleed Al-Shehri. http://www.rumormillnews.com/cgi-bin/archive.cgi?read=137622
So, Warren Buffett was using the headquarters of the Offutt AFB United States Strategic Command as party central at the time when it was supposed to be participating in a large scale military wargame called ‘Global Guardian’. Is it any coincidence that this is also the base that Bush would land at 3:07?
At least one CEO from the World Trade Center was invited, Anne Tatlock. She worked for Fiduciary Trust, which just so happened to be running an emergency drill on 9/11. Fiduciary Trust is also the company of Scott Forbes, the key eyewitness to the power-down of the South Tower.
One of the plane’s that hit one of the World Trade Center tower’s hit her office. And she is the only known CEO at the World Trade Center to be invited.
Not only did Scott Forbes come from it, and not only was it running an emergency drill on 9/11, but it was also the company that Thomas Kean worked as a director of. Thomas Kean would later on become one of the head’s of the 9/11 Commission.
Warren Buffet’s Berkshire Hathaway company became General Dynamics’ largest share-holder with its purchase of $4.35 million shares,or 14.1% of G.D. Buffet was credited with “saving” Salomon Brothers, the speculator Corporation whose descendant Salomon Smith Barney was the tenant on 36 of World Trade Center Building 7’s 47 neatly imploded floors.
POSTED BY MADRAVINGSTARK AT 9:25 PM”
“Originally, in general film-making usage, the “money shot” was simply the scene that cost the most money to produce. In general, a money shot (also called a money-making shot) is a provocative, sensational, or memorable sequence in a film, on which the film’s commercial performance is perceived to depend. 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. 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?“
“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.”
“OAT / NETJETS EUROPE CADET PROGRAMME
FREQUENTLY ASKED QUESTIONS
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).”
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.”
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