#2285: Marine Links Serco Black Hand OOOI NATS To 3-D Inefficiencies Of NetJets MH Drones

Plum City – (AbelDanger.net): United States Marine Field McConnell has linked Serco’s deployment of Black Hand* OOOI navigators for carbon capping the aviation sector under National Air Traffic Services (NATS) rules to 3-D inefficiencies on the fatal routes flown last year by NetJets pilot trackers of the Boeing drones of MH Flights 17 and 370.

McConnell alleges that the drug-hub banker HSBC paid Black Hand OOOI navigators to track the doomed Malaysia Airlines planes and – after NATS staff detected fuel-wasting check turns and 3-D inefficiencies – hand them off to NetJets pilots so the droned planes, pilots, crews and passengers could be carbon-capped to lower the risks of catastrophic anthropogenic warming.

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 is exposing Serco’s deployment of Black Hand OOOI navigators to carbon cap the aviation sector under NATS rules where 3-D inefficiencies are eliminated as was allegedly the case when NetJets pilots tracked and destroyed the Boeing drones of MH Flights 17 and 370.

Prequel 1: Interview with Field McConnell from Abel Danger – March 1, 2015 – Interview at the Park Inn, Telford at the British Constitution Group and UK Column Conference

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?

| 3 March 2015
A wild and chilling theory about what happened to MH370
By Robert Cottrell
The pick of the week’s
best long reads, including a theory on where Flight MH370 ended up, a socialist
robot utopia and why people doubt science.
How science works, at
its best. Sydney Brenner and Francis Crick, “two of the 20th Century’s most
brilliant geneticists”, spent 10 years trying to decipher the language of DNA,
only to find themselves scooped by a little-known biochemist who unveiled his breakthrough
to an almost empty room at a conference in Moscow. Their reaction? They were
delighted. The problem was solved. “We could get on with more important
problems.” (Bob Goldstein, Nautilus, 2,730 words)
“Because we don’t
understand how human intelligence works in any meaningful way, it’s difficult
to make strong statements about how close or far away from emulating it we
really are. We could be completely off track, or we could be one algorithm away
… It’s possible that creativity and what we think of us as human intelligence
are just an emergent property of a small number of algorithms operating with a
lot of compute power.” (Sam Altman, 1,030 word)
Robotics | The
robots are coming
What if smart robots
take all the jobs? The Second Machine Age by Erik Brynjolfsson and Andrew
McAfee, and Average is Over by Tyler Cowen, discuss that possibility. But the
triumph of robots is to be feared only if we also assume the triumph of
capitalism, whereby the robots enrich their owners while others starve. There
is an alternative: Robots build a socialist paradise for all of us. Why don’t
we talk about that instead? (John Lanchester, London Review of Books, 6,230
Officially the case of
Malaysian Airlines MH370 has been closed. The Boeing 777 crashed in the Indian
Ocean without trace, killing everybody on board. But what if a hijacker
tampered with the final satellite transmissions to show a false course? What if
the MH370 flew north and landed safely on a Russian airstrip in Kazakhstan? Of
course it’s a wild theory. It’s also a great yarn, with just enough data points
to sound plausible. (Jeff Wise, New York magazine, 4,270 words)
Psychology | Why
do many reasonable people doubt science?

 Why do only 40% of
Americans believe in man-made global warming? How can parents refuse
vaccination for children? Two main reasons. First, scientific findings ‒
including evolution ‒ can be powerfully counterintuitive. Second, we want to
fit in with those around us. “Science appeals to our rational brain, but our
beliefs are motivated largely by emotion, and the biggest motivation is
remaining tight with our peers” (Joel Achenbach, National Geographic, 3,480
Probability | Bayes’
theorem with Lego

 Bayes’ Theorem defines
conditional probability ‒ “how information about one event can give us
understanding of another”; as such it offers a great improvement over the
intuition or guesswork on which most of us tend to rely when relating one thing
to another. The basic equation is a fairly easy one for mathematicians; others
may need a helping hand. This explainer uses Lego bricks to get the idea across
nicely. (Will Kurt, Count Bayesie, 850 words)

Time | Tempo shifts
Notes on the politics
of time. No calendar arises spontaneously, none is wholly scientific. “While
the Earth’s orbit is not a fiction, any attempt to organise that orbit’s
movement into a rigid order is as arbitrary as any other.” Every calendar
is the product of a political or religious agenda ‒ which is why revolutions
often bring a new one. Includes an interesting digression on historians who
claim the Middle Ages never happened. (Colin Dickey, Berfrois, 3,860 words)
For more articles
worth reading, visit The Browser. If
you would like to comment on this, or anything else you have seen on Future,
head over to our Facebook or Google+ page,
or message us on Twitter.”
The global aviation industry gathers in Geneva, Switzerland
[where HSBC
launders money for global drug hubs] 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. .. 

CONTACT Haldane Dodd Head of Communications Tel: +41 22 770
2981 Fax: +41 22 770 2686
doddh@atag.org ATAG is the only global organisation representing the entire commercial
aviation  sector through its Board of Directors,
which includes:

Council  International (ACI)
delegates  at 9/11 convention in
, Airbus,  ATR, Boeing, Bombardier, Civil Air Navigation
Services Organisation (CANSO), CFM International, Embraer, GE Aviation, Honeywell Aerospace, International Air Transport
Association (IATA), Pratt&Whitney, Rolls-Royce
and Safran”
“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 
Network (OPSNET)
. [Allegedly
synchronized with HSBC Joint Automated Booking System JABS]
 “Potential Air Traffic Management CO2 and Fuel Efficiency Performance
Metrics for General ANSP Use
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.”
 “NATS Holdings (formerly National Air Traffic Services) is the
main air navigation service provider in
the United Kingdom.
It provides en-route air traffic control services to flights
within the UK Flight Information Regions and
the Shanwick Oceanic Control Area,[1] and
provides air traffic control services to fifteen UK airports and Gibraltar
The workforce of NATS
is mainly made up of Air Traffic Controllers (ATCOs), Air
Traffic Control Engineers (ATCEs), Air Traffic Services Assistants (ATSAs) and
Science Technical Analytical and Research Staff (STARs). Administrative and
Support staff make up the remainder of the 4,500 or so staff employed by NATS.
NATS’ en-route
business is regulated and operated under licence from the Civil Aviation Authority (CAA).
The terms of the licence require NATS to be capable of meeting on a continuous
basis any reasonable level of overall demand. They are charged with permitting
access to airspace on the part of all users, whilst making the most efficient
overall use of airspace.[3]
The organisation was
originally setup as the National Air Traffic Control Services (NATCS)
in 1962, bringing together responsibility for the UK’s existing military and
civil Air Traffic Control services.
The organisation
became National Air Traffic Services when responsibility for
sponsoring the civil air traffic service component was transferred to the newly
formed Civil Aviation Authority (CAA)
in 1972. Prior to this it had no legal existence – all contracts were with the
CAA or MoD.
Until its
establishment as a separate company, leadership of NATS (the ‘Controller’) alternated
between civil and military, the latter normally a serving Air Marshal.
The first Controller was Sir Laurence
, exceptionally an Air
Vice Marshall
. NATS staff were drawn from, and paid by, the CAA and
the MoD.
West Drayton[edit]
The London Air Traffic
Control Centre at RAF West Drayton opened in 1966 and provided
ATC services until it closed in 2007, with the move to Swanwick. Scottish air
traffic control has been carried out from Atlantic House in Prestwick since
1978. This situation changed with the opening of the Prestwick
 in 2010, to which all Operational Services were transferred
from the old Atlantic House. The Prestwick Centre houses the Domestic and
Oceanic Services and allows for state of the art technology to be introduced in
In 1992 it was
recognised that as a service provider, NATS should be operated at some distance
from its regulator, the CAA. Although debated, it was decided that NATS should
not be privatised at
that time. NATS was re-organised into a limited
 on 1 April 1996[4]and became
a wholly owned subsidiary of the CAA.[5] The
direct involvement of military officers in the management of NATS ended at this
time, although the last military Controller (Air Marshal Sir Thomas
Stonor, KCB) had retired in 1991.
In 1998, a public-private partnership was
proposed. This was written into the Transport Act 2000 and in 2001 51% of NATS
was transferred to the private sector. However due to the decline in air
traffic following the September 11, 2001 attacks £130m of
additional investment was required, £65m coming each from the UK
 and BAA, who received 4% of the company in

As a public private partnership the UK government holds 49% and a golden
, with 42% held by the Airline Group, 5% by NATS staff, and 4% by UK
airport operator LHR Airports Limited.[6]

Richard Deakin has
been CEO of
NATS since April 2010.
NATS is split into two
main service provision companies: NATS En-Route PLC (NERL)
and NATS Services Ltd (NSL).
NERL holds the
monopoly of civilian en-route air traffic control over the UK and is regulated
by the CAA who, for example, determine the charges NERL can make. NERL is
funded by charging airlines for the provision of air traffic services.
NSL competes for
contracts in the free market to provide air traffic control at
airports in the UK and overseas, as well as providing engineering, technical
and education services in fields related to air traffic control.
Over the years NATS
has grown from a UK focused business to a global business, with contracts in
more than 30 countries. It offersaerodromedata and
consultancy solutions to worldwide customers which include airports, air
traffic service providers (ANSP) and governments.
There are two control
locations in the UK operated by NERL:
London Area Control Centre and London Terminal Control Centre at Swanwick in Hampshire control
both upper level en-route traffic across England and Wales up to the
Scottish border and low-level traffic around London and South East England, including aircraft making
approaches to the main London airports.
The Prestwick Centre, Ayrshire, is
home to the Scottish Area Control Centre (including, since January 2010, the
former Manchester Area Control Centre), which controls traffic over ScotlandNorthern
, and up to FL285 over the northern half of England, and the
Prestwick Oceanic Area Control Centre which provides a procedural control service for traffic
crossing the North Atlantic via theShanwick Oceanic Control Area.
Various radar stations
are operated around the UK, one such being that on Great
Dun Fell
 in Cumbria.
UK Air Traffic[edit]
In February 2014 NATS
handled 146,005 flights, an increase of 1.9% over February 2013.[7]
The airports service
line (sometimes referred to as NSL) provides air traffic services at all Heathrow Airport Holdings airports
(previously BAA):
From Aberdeen NSL
provides air traffic services on behalf of NERL to offshore helicopters
operating primarily from Aberdeen, Shetland (Sumburgh & Scatsta),
Humberside, Norwich and North Denes.
It also has contracts
with other airports not owned by Heathrow Airport Holdings, including:
London Gatwick Airport – sold in
December 2009 to Global Infrastructure Partners (GIP)
NATS has lost the Air Traffic Control contract, and will be handing over ATC
provision to The Tower Company, a subsidiary of DFS (German government owned
ATCS provider), in 2015.
London Stansted Airport – sold in
February 2013 to Manchester Airports Group (MAG)
Birmingham Airport the company has lost the
Air Traffic Control contract in 2013 and the airport is taking steps to bring
ATC provision in house by 2017.
 – sold in June 2012 to Global Infrastructure Partners (GIP)
NSL has also won
contracts to provide a part of the air traffic control services at certain
airports including:
NATS formed an
alliance with Spanish partner Ferrovial in
2011, forming ferroNATS,[8] which
provides air traffic control (ATC) services at 13 airports across SpainAlicanteValenciaIbizaSabadellSevillaJerezMelilla, Madrid
Cuatro Vientos, Vigo and A Coruña airports
in Spain.
NSL also provides services to the Ministry
of Defence
 (MoD), via Qinetiq, for Air Traffic and Range Air Control
Services at a number of UK Ranges, including
NSL also provides services
to the MoD’s Military Aviation Authority.
NSL also provide an
ATC Engineering service at Belfast City Airport
NATS helps the military around the world share airspace
with civil aviation for
commercial, political and environmental reasons. Services NATS provides
Defence consulting
Military Terminal ATC provision
NATS ensures that
engineering customers’ technology and infrastructure projects are transitioned
with the operational context in mind. Engineering services NATS provides
Control centre systems
Airport technology
NATS enables the ATC
community to find innovative ways to solve specific operational and technical
challenges as well as providing air traffic control services. These include:
Airspace design
Runway capacity
Strategy and business
Safety management
and human factors
Technology and
Information Services[edit]
NATS provides the
necessary information services to enable customers to keep pace with technology
and legislation. This is especially important as society, especially aviation,
moves to a more automated, predictable and cost-effective way of operating.
Services provided by NATS include:
Aeronautical charting
Information Management (AIM)
Procedure design
Surveillance data
Association with other
NATS is a full member
of CANSO. It is a
shareholder in European Satellite Services
 (ESSP), a company set up to operateEGNOS.

NATS is well known for the air traffic services it provides in the UK but also
works internationally providing air traffic and consultancy services in over 30
countries, working with many different organisations in Europe and beyond,
including Singapore, the USA and Qatar.

Since the 1940s, the
Irish and UK air traffic control service providers have worked effectively
together. This was further strengthened in July 2008 when the Irish and UK
governments announced that NATS and IAA had jointly introduced the
first Functional Airspace Blockunder the European Commission‘s Single European Sky initiative.[9][10]
Notable incidents[edit]
From the 15th to the
20th of April 2010, under internationally agreed guidelines that require a zero
tolerance approach to ash, NATS placed a series of restrictions on aircraft
operating in UK controlled airspace owing to the potential dangers caused by a
volcanic ash cloud from the eruption of Icelandic volcano Eyjafjallajökull,[11] in
co-operation with the Met Office, CAA and UK Government.
On 12 December 2014,
from 15:30 until 16:30, traffic flow throughout the London airspace was
restricted due to a computer system failure at NATS. At 15:30 an announcement
was made by Eurocontrol that “There has been a failure of
the flight data computer server at London ACC [area control centre].” At
16:30 the airspace was reopened, however it remained restricted with some
landing flights being turned away.[12] NATS
reported that the failure was due to a single faulty line of software source
Jump up^ “Gibraltar Airport”.
Gibraltar Airport.
Jump up^ “About us”. NATS.
Retrieved 2012-10-01.
Jump up^ NATS Our
Story, NATS Communications, 2006
Jump up^ “History”.
NATS. Retrieved 2012-10-01.
Jump up^ “A Public
Private Partnership”
. NATS – Our Ownership. Retrieved 12
May 2014.”
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 Bufett Foundation, which mostly serves family planning clinics.His company Berkshire Hathaway has gained overall value since 9/11.

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.

Tatlock was escorted by military officers to an officer’s lounge at Offut AFB that had a TV to watch it happen.


►President Bush didn’t fly back to Washington D.C. due to a very strange threat against Air Force One but flew to Barksdale AFB and then was enroute at 2.50 p.m. to Offutt Air Force Base.

►3:07 p.m. – Bush arrives at U.S. Strategic Command at Offutt Air Force Base in Nebraska

► The United States Strategic Command, or USSTRATCOM, is headquartered at Offutt Air Force Base, Nebraska.

More Coincidences:

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)

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.



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.


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.”

“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.

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.

“Brian J Walton Aviation Engineer & Expert Witness 
1995 to date … Serco Group plc, RAF Northolt
xxxSenior BAe 146 Crew Chief
Operate under The Military Aviation Authority (MAA) & Maintenance Approved Organisation Scheme (MAOS) rules.

Fly on the BAe 146 CC2 of No32 (TR) Squadron, RAF (an amalgamation of The Queen’s Flight and 32 Squadron RAF) as a civilian Engineering Specialist. Duties include setting up the aircraft and testing all systems. Carry out all servicing and rectification and solely responsible for engineering standards whilst away from base.

Fly worldwide on Royal/VVIP Tours, often for extended periods and was the engineer on all of HRH The Duke of Edinburgh’s BAe 146 tasks for approximately six years until his retirement from flying.

Responsible for training and annual assessment of all the new BAe 146 Crew Chiefs, ensuring they continue to meet exacting engineering standards. Accompany Test Pilots on full Air Tests on an annual basis and on any Air Checks. Carry out diagnosis, rectification and functionals of all systems, including ground running of the engines and APU, also take part in hangar servicing of the BAe 146 at all levels up to C check.

Completed all the manufacturers BAe 146 training courses, Airframe, Engine, Electrics, Avionic and SEP10 Autopilot course.”
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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