#2447: Serco’s 8(a) Patented Gas With MH Clock – Marine Corps Arc With Flaperon Key – Clinton’s Spot-Fixed Betting With UTC
1. IT IS ASSERTED THAT SERCO’s (RCA GB 1929) 8(a) protégées used patent pool devices in a system to inject tranquilizing-gas with amounts metered by the captain’s flight deck clock, to prevent MH Flight 370 pilot Captain Zaharie Shah, from issuing a Mayday call as his plane was flown remotely to land safely by its autopilot system.
2. IT IS ASSERTED THAT MARINE CORPS GENERALS have equipped 8(a) actors with public key infrastructure (PKI) to create scripts for an “arc of instability” where, for example, the media deceives the public as to the profiles flown by MH370 and the origin/source of the flaperon placed or found on a beach on the island of La Réunion.
3. IT IS ASSERTED THAT HILLARY CLINTON’S WOMEN IN HEDGE FUNDS used Serco’s 8(a) spot-fixing companies and UTC times from the USNO master clock in the Navy/Marine Corps Intranet (NMCI) to bet on the time of death of high-value targets such as Captain Shah.
United States Marine Field McConnell (https://abeldanger.blogspot.com/2010/01/field-mcconnell-bio.html) is writing an e-book “Shaking Hands With the Devil’s Clocks“.
McConnell invites readers to e-mail him images (examples below) and develop a proof by contradiction that Clinton has used Serco 8(a) patent pool devices and Marine Corps scripts developed for an “Arc of Instability” to spot fix the UTC time of deaths of targeted pilots and passengers in the civilian airline industry.
“Airliner irreversible-control anti-hijack system
US 6845302 B2
Directed toward universal commercial-airliner application as an air/ground-lifesaving function, this cost-effective retrofitable system enables airliner-pilots to conveniently actuate an inconspicuous AIRCIA™/enable-switch,—thereby instantly disabling onboard flight-commands to render the airliner’s guidance-system irretrievably placed into total reliance upon its existing autopilot-system in RF-communication with encrypted remote ground/air-intercept personnel. Acting to virtually confound any criminal-attempt by a hijacker to commandeer an airliner, the airliner thus becomes flown only as directed by an authorized remote/flight-control station in cooperation with the airliner’s remotely-reprogrammed onboard avionics-system, automatically vectoring the airliner to land safely via the existing avionics/autopilot-system at a designated airport. The AIRCIA™-system is initially verified for flight-worthiness operation upon every routine preflight/check-list procedure, its master ECU/restore-switch being accessible externally of the aircraft-interior. Support-system options include SmartCard®-interfacing, and automatic is engagement of AIRCIA™-system in event of natural-cause pilot-incapacitation, and ATI(automatic/tranquil-Infusion) which introduces tranquilizing-gas into the airliner’s entire interior.”
Publication number: US6845302 B2
Publication type: Grant
Application number: US 10/353,141
Publication date: Jan 18, 2005
Filing date: Jan 27, 2003
Priority date: Feb 7, 2002
Fee status: Lapsed
Also published as: US20030163232
Inventors: Jose Paul Moretto
Original Assignee: Jose Paul Moretto
Export Citation: BiBTeX, EndNote, RefMan
Patent Citations (12), Referenced by (12), Classifications (10), Legal Events (4
External Links: USPTO, USPTO Assignment, Espacenet”
“Secure aircraft communications addressing and reporting system (ACARS)
US 6677888 B2
A method and apparatus that permit military aircraft operators to use the civilian Aircraft Addressing and Reporting System (ACARS) technology while ensuring data security.
Publication number: US6677888 B2
Publication type: Grant
Application number: US 10/215,730
Publication date: 13 Jan 2004
Filing date: 9 Aug 2002
Priority date: 9 Aug 2001
Fee status: Paid
Also published as: US20030030581, WO2004047405A2, WO2004047405A3
Inventors: Aloke Roy
Original Assignee: Honeywell International, Inc.
Export Citation: BiBTeX, EndNote, RefMan
Patent Citations: (2), Non-Patent Citations (2), Referenced by (37), Classifications (14), Legal Events (5)
External Links: USPTO, USPTO Assignment, Espacenet”
Normally, US military aircraft are required to comply with the air-traffic requirements while flying in the civil air space. Since ACARS is used for air traffic control in the South Pacific region, the US Air Force (USAF) has started to equip its air transport fleet with ACARS to satisfy civil aviation requirements. Availability of ACARS also offers additional benefit to the USAF because ACARS can be used for routine, unclassified communications, thereby preserving the capacity of military communication systems for high priority traffic. There is a long felt need for military operators to use the existing civilian ACARS system in a secure manner. If messages can be exchanged over ACARS in a secure fashion, ACARS data link will allow USAF to track its fleet in near-real time and exchange information with any aircraft worldwide, thereby improving its operational efficiency.
Some commercial airlines have implemented ad-hoc data encryption techniques for ACARS. These techniques use simple character substitution algorithms that may protect the information from a casual hacker, but a sophisticated attacker will be able to break the code in a short period of time with nominal computational resources. As such, airlines and the military desire to develop a strong information security solution for ACARS that is standards-based and uses cryptographic algorithms that have been validated by the industry.
Furthermore, at present, air traffic is controlled in a given airspace by voice communications between the pilot and the controller. With continuous increase in the number of flights around the world, radio frequencies used for air traffic control communications are nearing saturation. Channel congestion is affecting the reliability of voice communications and reducing safety of flight. The channel congestion problem is compounded by the fact that system capacity can not be readily increased by adding frequencies because spare frequencies are not available in several regions. Future Air Navigation Systems (FANS) committee of the International Civil Aviation Organization (ICAO) has identified digital communications over data link as the only solution to meet future demand for air traffic control communications. ICAO developed a set of standards, called the Aeronautical Telecommunications Network (ATN) to facilitate the implementation of this digital communication system. See, e.g., International Civil Aviation Organization, CNS/ATM PACKAGE-1 STANDARDS AND RECOMMENDED PRACTICES (SARPs), ICAO (1997), document 9705, Montreal, Canada, which is incorporated herein by reference. Eurocontrol, other civil aviation organizations, and US Federal Aviation Administration (FAA) are in the process of migrating to ATN.
Current measures of information security will become obsolete with the paradigm shift from voice based air traffic control to automated air traffic management using data link. ICAO has determined that denial of service, masquerade, and modification of information are the primary safety threats to ATM. See, e.g., Adnams, Martin, OVERALL SECURITY CONCEPT. ATNP/VG-1 WP6-11, Halifax, Canada, Eurocontrol, (1996), which is incorporated herein by reference. ICAO developed the ATN security solution based on Public Key Infrastructure (PKI) to mitigate these threats [ICAO organized an airport management conference in Montreal Canada on 9/11 with airport management brought in from all over the world allegedly to disrupt on-site leadership and ACARS/ATN communications during the attack]. See, McParland, Thomas,CNS/ATM PACKAGE-II STANDARDS AND RECOMMENDED PRACTICES(SARPS), SUB-VOLUME VIII—ATN SECURITY SERVICES, Draft, Tokyo, Japan, ICAO, (2001),which is incorporated herein by reference. In addition, ICAO is planning to mandate a sunrise date after which all ATM systems communicating via data link will be required to implement the ATN security standards.”
“Flight MH370: Could it have been suicide?
By Richard Westcott
BBC Transport Correspondent
16 April 2015
A year after the disappearance of a Malaysia Airlines plane with 239 on board, investigators still don’t know what happened. Could pilot suicide have been the cause?
“Someone was looking at Penang. Someone was taking a long, emotional look at Penang. The captain was from the island of Penang.”
There are times when Captain Simon Hardy’s analysis of flight MH370 sends shivers down the spine, especially in the light of the recent case of Germanwings Airbus flight 4U 9525.
An experienced Boeing 777 captain, he knows the Asian air routes like a commuter knows short cuts home. He flew them for 17 years.
He’s convinced about something that no pilot, no passenger, nobody in fact wants to think is possible – that the captain of the flight, Zaharie Shah, deliberately hid the plane from radar and flew it thousands of miles off course, before it came down in the ocean.
He says the clues are in the route it took after it vanished from air traffic control. It turned back on itself and flew along the border of Malaysia and Thailand.
“It flew in and out of the countries eight times,” he says. “This is probably very accurate flying rather than just a coincidence. As both air traffic controllers in both those countries would probably assume that the aircraft was in the other country’s jurisdiction and not pay it any attention.”
But his most eerie theory comes a little later, as the aircraft skirts around the captain’s home island, Penang.
“It does a strange hook,” he says. “I spent a long time thinking about this and eventually I found that it was a similar manoeuvre to what I’d done in Australia over Ayers Rock. Because the airway goes directly over Ayers Rock you don’t actually see it very well because it disappears under the nose of the aircraft.
“So in order to look at it you have to turn left or right, get alongside it and then execute a long turn. If you look at the output from Malaysian 370, there were actually three turns not one. Someone was looking at Penang.”
Media caption Two experienced pilots explain what they think may have happened to flight MH370
Steve Landells, who flew Boeing 777s for a decade and is now a flight safety expert at the British Airline Pilots Association, is still baffled as to what happened to flight MH370. “None of the theories answer all the questions or fully explain what did happen that day”, he says.
There is so much we don’t know, but we do know the route it flew between 00:41am local time (take-off), and the last military radar fix at 02:22am. It shows the aircraft making a series of inexplicable turns. After that the assumption, based on the skinniest of data from a satellite, is that it flew south in a straight line for six hours.
“A lot of the theories pre-suppose that there was no-one there to fly the aircraft, but there are only three ways to turn a 777,” says Landells. “That’s manually flying it, actually turning the control wheel, flying it through the autopilot, or by pre-programming a route into the navigation computer. The problem with the first two is that you have to have someone in the cockpit. But if there was someone in the cockpit, why were there no radio calls made?”
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