Plum City – (AbelDanger.net): United States Marine Field McConnell has linked the global drug-hub banker HSBC’s alleged use of jetways to track and later murder climate-change deniers, to Serco’s apparent hack of NetJets OOOI times which allowed Black Hand* navigators to guide MH Flight 17 to crash and crime scenes near Donetsk in East Ukraine on 17 July 2014.
“Marketing space on jetways was uncommon until the early 2000s when HSBC launched their campaign “The World’s Local Bank.: Peter Stringham, head of marketing for HSBC worldwide, worked closely with Lowe’s, the Group’s global agency, in developing the campaign which required a single global platform. Stringham noticed jetways were a global medium which had not been tapped. HSBC thus bought the rights to jetways across major localities in 81 countries and territories. Hence, the vast majority of advertising on jetways globally display HSBC advertising.”
“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 and Kill” 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 – and its dirty drug-hub banker HSBC began hacking the NetJets OOOI database in 1996 after the Civil Air Navigation Services Organisation (CANSO) set up its headquarters office in Amsterdam Schiphol Airport.
McConnell alleges that HSBC paid Serco to track climate-change deniers through its global jetway network and the carbon-capping murder events of 9/11 and hack the OOOI database to find way points where Black Hand NetJets navigators could catch and down Boeing drones at controlled crash/crime scenes.
McConnell alleges that HSBC paid Serco to track climate-change deniers through Schipol jetways on July 17, 2014 and hacked NetJets OOOI database to find a way point at which Black Hand navigators could catch and drone MH 17 and crash it near Donetsk.
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 tracked climate-change deniers through HSBC jetways, hacked the NetJets OOOI times and navigated MH17 to a Black Hand crash scene near Donetsk in East Ukraine on 17 July 2014.
Body of Princess Diana after a Black Hand murder in Paris is carried through the HSBC drug hub at RAF Northolt
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?
“Malaysia Airlines Flight 17 (MH17/MAS17)[a] was a scheduled international passenger flight from Amsterdam to Kuala Lumpur that crashed on 17 July 2014 after being shot down, killing all 283 passengers and 15 crew on board. The Boeing 777-200ER airliner lost contact about 50 km (31 mi) from the Ukraine–Russia border and crashed near Torez inDonetsk Oblast, Ukraine, 40 km (25 mi) from the border, over territory controlled by pro-Russian separatists. The crash occurred during the Battle in Shakhtarsk Raion, part of the ongoing war in Donbass, in an area controlled by the Donbass People’s Militia. According to American and German intelligence sources, the plane was shot down by pro-Russian separatists using a Buk surface-to-air missile fired from the territory which they controlled.The Russian government blamed the Ukrainian government. The Dutch Safety Board is currently leading an investigation into the incident and issued a preliminary report on 9 September 2014; a final accident report is expected in August 2015.
Evidence from open sources indicated that separatists in Ukraine were in control of a Buk missile launcher on 17 July and transported it from Donetsk to Snizhne. This is based on tracing the path of the missile, analysis of shrapnel patterns in the wreckage, voice print analysis of separatists’ conversations in which they claimed credit for the strike, and that photos and other data from social media sites all indicated that Russian-backed separatists had fired the missile. Immediately after the crash, a post appeared on the VKontaktesocial media website attributed to Igor Girkin, leader of the Donbass separatists, claiming responsibility for shooting down an AN-26, but after it became clear that a civilian aircraft had been shot down, the separatists denied any involvement, and the post was taken down. Russia has said that Ukraine “bears full, total responsibility” for the crash because it happened in Ukrainian airspace. The Ukrainian government states the missile was launched by “Russian professionals and coordinated from Russia”. Malaysia said intelligence reports on the downing of MH17 were “pretty conclusive”, but more investigation was necessary to be certain that a surface-to-air missile brought down the plane, after which they would look at the criminal side. The GermanFederal Intelligence Service reportedly concluded that the plane was shot down by pro-Russian separatists using a captured Ukrainian Buk system. CT scans of MH17 victims showed “non aircraft metal” and on 19 December 2014 the Ukrainian SBU security service said that some of the bodies contained metal fragments that indicated the plane was shot down by a surface-to-air missile.
The crash of Flight 17 was the fifth Boeing 777 hull loss. The crash was Malaysia Airlines’ worst incident and its second of the year, after the unrelated disappearance of Flight 370 four months earlier.”
“Malaysia Airlines said it had received notification from Ukrainian air traffic control Uksatse that it had lost contact with flight MH17 at 1415 (GMT) at 30km from TAMAK waypoint, approximately 50km from the Russia-Ukraine border.
“Flight MH17 operated on a Boeing 777 departed Amsterdam at 12.15pm (Amsterdam local time) and was estimated to arrive at Kuala Lumpur International Airport at 6.10 am (Malaysia local time) the next day,” it said.
TAMAK is the waypoint where the air routes L980 and L69 converge over the boundary between Dnipropetrovsk airspace in Ukraine and Rostov-on-Don airspace in Russia.
The aircraft which had been at cruise flight came down at Torez, near Shakhtersk, some 40 km (25 miles) from the Russia border. The area has been the scene of fighting between Ukrainian troops and pro-Russian rebels.
In a statement Malaysian prime minister Najib Razak said that according to information provided by Kiev air traffic control, the location of the aircraft’s emergency locator beacon is 48 degrees 7 minutes and 23 seconds North; 38 degrees 31 minutes and 33 seconds East.
He said that the aircraft’s flight route had been declared safe by the International Civil Aviation Organisation (ICAO) and that no distress had been made by the flight crew.
There has been a tense stand-off for some time in the war of the airways between Ukraine and the Russia Federation over who controls flights in and out of Crimea.
Earlier this year, UN aviation agency ICAO insisted that the right to provide air navigation services in international airspace over the Black Sea within the Simferopol flight information region (FIR) belonged exclusively to Ukraine.
On April 3 European Aviation Safety Agency issued a safety bulletin – accompanied by recommendations from both ICAO and Eurocontrol which oversees the regional aviation network – that airspace controlled by the Simferopol FIR should be avoided as more than one air traffic control agency controlling flights within the same airspace could have serious safety implications.
The United States’ Federal Aviation Administration also issued a Notice to Airman (NOTAM) prohibiting US airlines to operate in the airspace over the Crimean region, adjacent to the Black Sea and the Sea of Azov.
It said the unilateral and illegal action by Russia to assert control over Crimean airspace created the potential for conflicting air traffic control instructions from Ukrainian and Russian authorities and for potential misidentification of civil aircraft.
Ukrainian president Petro Poroshenko called the downing of Flight MH17 an act of terrorism and called for an international investigation into the crash.”
“GLOBAL SUMMIT TO SHOWCASE AVIATION CARBON REDUCTION
Geneva – The global aviation industry gathers in Geneva, Switzerland tomorrow for the fifth Aviation & Environment Summit where it expects to clearly demonstrate the progress it has been making to deliver on a set of unprecedented environmental targets.
Following last year’s summit, the industry put forward the targets – it says that it will cap net carbon emissions from aviation from 2020 and by 2050 will reduce its net emissions to half of what they were in 2005 – in order to unblock a political process that it says was stalled.
Representatives from the aviation sector have been working to convince governments that its targets are the most appropriate way to deal with emissions from aviation, a sector that was singled out in the Kyoto Protocol for different treatment to other parts of the economy due to its global nature.
Paul Steele, executive director of the Air Transport Action Group which organises the summit, said, “Our targets are ambitious and they are unique – no other industry has come together the way that airlines, airports, air navigation providers and the aviation manufacturers have. We should be proud of that, but the work has just begun. We have ten years to reach our 2020 target to cap net emissions. I believe we are well on our way.”
The summit is expected to provide a platform for announcements on a range of industry projects to reduce carbon dioxide emissions. Importantly, it also takes place ten days before the world’s governments meet under the auspices of the International Civil Aviation Organization (ICAO), the UN agency responsible for regulating global air transport at their triennial assembly.
“Today in Montreal, the ICAO Council is meeting in preparation for the ICAO Assembly in a few weeks time. It is fitting, therefore, that we are also meeting to discuss not only targets and goals, but a whole series of real actions that the industry is taking to reduce emissions.”
The summit begins tomorrow and lasts until Friday. CONTACT
In a bid to support the global approach to calculating fuel and CO2 savings from ATM operational improvements, the Civil Air Navigation Services Organisation (CANSO) says it will work with the International Civil Aviation Organisation (ICAO) to launch the ICAO Fuel Savings Estimation Tool (IFSET) among the world’s air navigation service providers. The Director General of CANSO, Mr. Graham Lake, notes thus: “CANSO is committed to reducing ATM’s impact on the environment, and a number of ANSP-driven initiatives have already delivered significant reductions in fuel use and emissions. However, we need to take a global approach to collecting accurate and comparable data so we can develop best practice, and effectively report the industry’s progress and achievements.”
Also, Ms. Nancy Graham, Director, Air Navigation Bureau of ICAO remarks that “each and every day, the aviation community implements new initiatives which allow for better use of the airspace, and more efficient routines. Yet we don’t do a good job of sharing that information. I am pleased to say that CANSO has, along with ICAO and IATA, agreed to take the lead in implementing a simple ATM measurement capability, which has been coordinated with ICAO’s Committee on Aviation Environment Protection (CAEP). This will enable the aviation community to take credit in a very scientific way, for the benefits that are accruing.”
CANSO reveals that ICAO plans to make the final version of the IFSET available to States in October 2011″
CANSO – Civil Air Navigation Services Organisation
Founded in 1996, the Civil Air Navigation Services Organisation (CANSO) is the global voice of the companies that provide air traffic control, and represents the interests of Air Navigation Service Providers (ANSPs) worldwide. CANSO members are responsible for supporting over 85% of the world air traffic, and through its workgroups, members share information and develop new policies, with the ultimate aim of improving air navigation services on the ground and in the air. CANSO also represents its members’ views in major regulatory and industry forums, including at the International Civil Aviation Organization (ICAO), where it has official Observer status. CANSO is located at Amsterdam Schiphol Airport.
An Air Navigation Service Provider (ANSP) is a body that manages flight traffic on behalf of a company, region or country. To promote and defend Members’ interests, CANSO also works closely with the International Air Transport Association (IATA) and the Airports Council International (ACI), in addition to regional institutions. Whilst CANSO main office is based in the Netherlands, the Organisation also supports Regional Offices covering the whole world, and a representative office in Montréal, Canada to support the work with ICAO; the latter representative manages CANSO’s interface on a variety of strategic policy and regulatory issues affecting Air Transport Management (ATM).”
“Potential Air Traffic Management CO2 and Fuel Efficiency Performance Metrics for General ANSP Use …. The CANSO group strongly supports the measuring of trajectory inefficiencies that incorporate the horizontal and vertical trajectory throughout the flight, as a means of determining opportunities to improve fuel efficiency. In addition, taxi delays can be measured using the Airline Service Quality Performance (ASQP) data set that contains the scheduled and actual pushback times, actual take-off time, actual landing time, and scheduled and actual gate arrival times. This is often referred to as ‘Out, Off, On, In’ (OOOI) data. When available, airport surveillance data can also be used to measure taxi delays. This phase of flight method using radar data has been used in the U.S/Europe Operational Performance Comparison report mentioned above. Attachment 1 provided a comprehensive guide for estimating ATM efficiency pools by phase of flight. NATS has also developed, with peer review from the M&M group and others in the aviation industry, a metric that seeks to reflect the vertical and horizontal inefficiencies in flights. This is a proxy for CO2 as smoother vertical and more direct lateral profiles deliver fuel burn and emissions reductions compared to stepped climbs, descents and deviations from lateral point to point tracks. The NATS metric is called the 3 Dimensional Inefficiency (3Di) Score. Eurocontrol Performance Review Unit (PRU), FAA and Airservices Australia are also considering the use of vertical and lateral elements of flight profiles in their flight efficiency work. The NATS 3Di method was recently approved by the UK Civil Aviation Authority (CAA) as a method to set targets and financially incentivise improved fuel efficiency in NATS airspace and is described in detail in Attachment 2. Key Consensus Point: A measure of ANSP CO2 and fuel burn performance should take account of both vertical and horizontal elements of flight The M&M subgroup promotes a structured approach to measuring trajectory efficiency by identifying vertical and horizontal (or time) inefficiencies. The key to the success of this approach is ANSPs having access to trajectory data for flights in their airspace. In most cases ANSPs must work with their neighbours to share trajectory data and focus on optimising cross border efficiencies. CANSO recommends that the sharing of post-operational data is a good first step in the fuel efficiency improvement process. Analysis of efficiency by phase of flight improves the understanding of how to make improvements.”
“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