Kelly 292: AA & MH NICE, Rothschild’s AWACS Horsemen, Serco’s Con Air Lutnick Wagers

General John F. Kelly
White House Chief of Staff
Washington, D.C. 20528

Open letter from the Cloud Centric Crime Scene Investigators of Abel Danger

June 8, 2018

Dear General Kelly:

Please accept Brief 292 from Field McConnell – United States Marine Corps whistle-blower and Global Operations Director of Abel Danger (AD) – wherein he and his research team at Abel Danger have launched a virtual network to help injured communities establish equity (NICE) in class-action lawsuits for wrongful-death claims if they have been injured by the negligent or reckless switching of SwRI’s Interactive training system for AWACS weapons directors US6053736A from simulation modes to live-fire modes which have apparently been concealed by Boeing Co’s Encryption for asymmetric data links US 7023996B2 Priority date 2001-05-04 as was allegedly the case when Serco shareholders and their investment bankers N M Rothschild & Sons Ltd. used various combinations of fraudulently-patented ‘Boeing’, ‘Con Air’, ‘Dum Dum’ and ‘Lutnick’ devices to launch (Four Horsemen’ attacks on American Airlines AA Flight 11 on 9/11 and Malaysia Airlines MH Flights 370 and 17 in 2014 and to wager on body counts and times of victim deaths in the events as described below ….

1. 92 people died on AA Flight 11 which was allegedly hijacked by five al-Qaeda members on September 11, 2001 and flown into the North Tower but which AD believes was skyjacked by Con Air SWAT teams per Jerome H. Lemelson’s Prisoner tracking and warning system and corresponding methods US6054928A and flown through Boeing devices embedded in SwRI’s Interactive training system for AWACS weapons directors to be vaporized in W386A airspace with incendiaries initiated by Qinetiq Explosive Device US20060243151A1 and embedded in Arconic’s Double sheet aluminum panel US 20160096343 A1.

2. 227 passengers and 12 crew on board are presumed dead after the Boeing 777-200ER of Malaysia Airlines Flight 370 (MH370/MAS370) disappeared on 8 March 2014 while flying from Kuala Lumpur Malaysia, to Beijing Capital International Airport in China, in what AD believes was an AWACS skyjacking where Con Air way points were allegedly relayed through Boeing’s Encryption data links via a Singapore Airlines SIA Flight 68 to be rebadged in the British Indian Ocean Territory as MH 17 and destroyed in East Ukraine on 17 July 2014.

3. 283 passengers and 15 crew on board were allegedly killed on 17 July 2014 when the Boeing 777-200ER of Malaysia Airlines Flight 17 (MH17/MAS17) flying from Amsterdam to Kuala Lumpur was shot down while flying over eastern Ukraine in what AD believes was an AWACS skyjacking where Con Air way points were allegedly relayed through Boeing’s Encryption data links via a Singapore Airlines Boeing 777-200ER, operating as SQ351 to put the target in a combat zone where according to the people who collected corpses, most of the corpses were ‘stale’ – people have died up to a few days ago!

AD believes that Serco – formerly RCA GB 1929 – and its Con Air SWAT teams were given man-in-the-middle (MitM) positions in the Boeing E-3 Sentry, commonly known as AWACS, aircraft no later than 1979 by the late Victor Rothschild, the late General Alexander Haig and various charter members of the U.S. Senior Executive Service (SES) including Oliver ‘Buck’ Revell, former Marine Corps helicopter pilot flying Boeing Vertol CH-46 Sea Knight in the Vietnam war and a former (SES-6) FBI Director deputy in charge of Criminal Investigative, Counter-Terrorism and Counter-Intelligence activities and Field McConnell’s sister Kristine Marcy, former Senior Counsel for the U.S. Marshals Service.

AD believes that N M Rothschild hosted a meeting of Serco shareholders on the 47th found Floor of the WTC North Tower to witness a Four Horsemen attack on 9/11; allegedly scripted by the late General Alexander Haig and allegedly using Howard Lutnick’s Real-time interactive wagering on event outcomes CA 2460367 A to spot fix body counts and time of victim deaths with special weapons such as Darrel [Dum Dum] Rubin’s Biological active bullets, systems, and methods US9200877B1 or Lockheed Martin Rocket-Boosted Guided Hard Target Penetrator US 6276277 B1.

With this the 292nd Kelly public briefing, we declare our support for networked communities which were injured in ‘4 Horsemen’ attacks on passenger aircraft allegedly launched by Serco and its investment bankers NM Rothschild since 9/11 and our plans to help them recover equity through crowd-funded docudrama film productions and class-action law suits with a focus on physical acts causing deaths (actus reus) associated with the negligent or reckless use of patented devices by AWACS weapons directors without attempts to prove intent to murder (mens rea).

Naudet brothers 9/11 Documentary – 1st plane hits North Tower

SERCO GROUP PLC: List of Subsidiaries AND Shareholders! [Note representatives of Serco‘s private-equity groups, Serco‘s investment banker N M Rothschild (Wilbur Ross?) and Serco shareholders, including the British and Saudi Arabian governments, AXA (Co-developer of and with a presumed virtual office in the Trump Tower), Allianz, 10 Global Custodians with $100 trillion under management and the TIAA pension fund met in a junket (wagering) room on the 47th Floor of North Tower (WTC1) on 9/11!]

Yours sincerely,

 

Field McConnell
USMC 0116513
P O Box 39
Plum City WI 54761″
+001-715-307-8222

 

“Digital Fires Instructor Serco[Marine Corps Base!] Camp Pendleton, CA Uses information derived from all military disciplines (e.g., aviation, ground combat, command and control, combat service support, intelligence, and opposing forces) to determine changes in enemy capabilities, vulnerabilities, and probable courses of action.”

“I’m sure: MH370 escaped in the shadow of another plane” retired Air Force Colonel says
Mar 18 2014 – 29 Comments
By David Cenciotti
A retired trained radar navigator and tactics officer is sure: the MH370 flight escaped detection trailing another plane met somewhere over the Strait of Malacca.

There’s an old adage “hide in plain sight,” says Ed Pernotto, a reader of The Aviationist who is a retired AF Reserve Colonel, flew B-52Gs, FB-111s, and HC-130s from Okinawa and has flown with armed forces of Malaysia and Thailand.

As we mentioned a few days back, shadowing another plane at cruising altitude along one of the airways usually used by aircraft flying from Asia to Europe was one of the few ways the Malaysia Airlines MH370 could escape detection by ground radar.

The former radar navigator instructor and tactics officer backs this theory.

“When you fly over water or from point to point, pilots are frequently directed to change frequencies, told to turn, climb, descend, you name it. This is all “in the clear” and not privileged communications, anyone with the right radio on the right frequency would hear it. So, this pilot has planned this out to the nth degree and as he’s coming back across the Malay peninsula, he’s looking to fall in behind another airliner and shadow that airplanes flight path.”

The scenario Pernotto describes may sound unlikely (as many others) but not impossible.

By maintaining the so-called “listening watch” on the proper radio frequencies (while all the transmitting devices were silenced), MH370 pilot in command (co-pilot? hijacker?) “could simply have slipped in behind a northbound airliner and flown slightly higher and behind by a mile or two matching the speed and not exceeding the airliner in front of them.”

For those wondering: no, TCAS (Traffic Collision Avoidance System) would not trigger any alert, since it is based on transponder data and MH370 had switched it off.

“They would hear the ATC controller tell them what frequency to change to and match the flight. Now, to a ground radar controller, it would appear as one or two “blips” depending on how close they were. In fact, “ghost images” are VERY common for radar operators. A ghost image is when 1 airplane creates two or more blips because of latency of radars as they “paint” the airplane. This is how they could fool the radar operators then and now, they are hiding in the radar return of another airplane. When they get close to the field, the slip off unnoticed in the middle of China, pull the throttles back, and make a very quiet approach and landing at their destination,” Pernotto explains.

Even if it would be a really difficult maneuver, made visually, at night without radar help and with very few hints to properly estimate reciprocal speeds, altitudes etc, it would not be impossible, at least on paper.

Someone has studied times and routes and suggested Singapore SIA68 flight might be a good candidate to provide MH370 proper masking.

However, I believe that it would be extremely difficult to catch up with another plane, not only ahead of MH370 by several miles but also at higher altitude: the distance required to intercept it would be quite large (thus exposing the Malaysia Airlines Boeing 777 to detection by some air defense radar guarding some nearby airspaces).

I think that waiting for a plane some minutes flight time behind would be easier: MH370 would just need to fly a bit slower for some minutes until reached by another plane. Some readers pointed out the presence of a KLM flight some 20 – 25 minutes behind the Malaysian 777 at the time of the last recorded radar return over the Strait of Malacca.

Obviously, neither such a maneuver would be too easy as “seeing” the KLM flight approaching from behind would be quite difficult.

Image credit: AFP”

“Malaysia Airlines Flight 370 (MH370/MAS370)[a] was a scheduled international passenger flight operated by Malaysia Airlines that disappeared on 8 March 2014 while flying from Kuala Lumpur International Airport, Malaysia, to its destination, Beijing Capital International Airport in China. The crew of the Boeing 777-200ER aircraft last made contact with air traffic control around 38 minutes after takeoff when the flight was over the South China Sea. It was lost from ATC radar screens minutes later, but was tracked by military radar for another hour, deviating westwards from its planned flight path, crossing the Malay Peninsula and Andaman Sea, where it vanished 200 nautical miles (370 km) northwest of Penang Island in northwestern Malaysia. With all 227 passengers and 12 crew on board presumed dead, the disappearance of Flight 370 was the deadliest incident involving a Boeing 777 and the deadliest incident in Malaysia Airlines’ history, until it was surpassed in both regards by Malaysia Airlines Flight 17 four months later. The combined loss led to significant financial problems for Malaysia Airlines, which was renationalised by the Malaysian government in late 2014.”

“Malaysia Airlines Flight 17 (MH17/MAS17)[a] was a scheduled passenger flight from Amsterdam to Kuala Lumpur that was shot down on 17 July 2014 while flying over eastern Ukraine, killing all 283 passengers and 15 crew on board.[2] Contact with the aircraft, a Boeing 777-200ER, was lost when it was about 50 km (31 mi) from the Ukraine–Russia border and wreckage of the aircraft fell near Hrabove in Donetsk Oblast, Ukraine, 40 km (25 mi) from the border.[3] The shoot-down occurred in the War in Donbass, during the Battle of Shakhtarsk, in an area controlled by pro-Russian rebels.[4] The crash was Malaysia Airlines’ second aircraft loss during 2014 after the disappearance of Flight 370 on 8 March.[5]”

“‘They were dead BEFORE it crashed’ Shock claim about doomed flight MH17

FLIGHT MH17 which was shot down in the Ukraine was filled with dead bodies before the crash, it has been sensationally claimed.
By Rachel O’Donoghue / Published 17th July 2017
The Malaysian Airlines plane was en route from Amsterdam to Kuala Lumpur on July 17, 2014, when it was hit by a surface-to-air missile reportedly fired by pro-Russian separatists.

The horrific disaster – coming just months after Flight MH370 disappeared – came during intense fighting after the annexation of Crimea in March 2014.

All 283 passengers and 15 crew members died.

But on the three-year anniversary since the plane was shot down, outlandish conspiracies are being shared about the disaster.

“According to the people who collected corpses, most of the corpses – stale”
Igor Girkin
But on the three-year anniversary since the plane was shot down, outlandish conspiracies are being shared about the disaster.

The most shocking for these is one that claims the plane was actually filled with corpses when it took off in Amsterdam.

Pro-Russian rebel commander Igor Girkin – also known as Igor Strelkov – made the incredible claim while asking questions about the disaster.

Girkin is being sued by the families of a number of MH17 passengers over his alleged role in downing the plane.

Days after the disaster, he was quoted as saying: “According to the people who collected corpses, most of the corpses – ‘stale’ – people have died up to a few days ago.

“For the complete accuracy of the information can not answer – of course, it is necessary conclusion of forensic experts.””

“MH17: Three jets crossed that war zone, one didn’t make it
It could have been a Singapore Airlines A380, or one of its Boeing 772s, that took the missile over eastern Ukraine, in a place no jet airliner should ever, under any circumstances,
by Ben Sandilands
Editor of Plane Talking
It could have been a Singapore Airlines A380, or one of its Boeing 772s, that took the missile over eastern Ukraine, in a place no jet airliner should ever, under any circumstances, have been flown.

Three large airliners set off from Amsterdam, Paris and Copenhagen for SE Asia yesterday afternoon European time, all destined to cross the airspace over eastern Ukraine where one them, the Malaysia Airlines 777-200ER , was to be destroyed by a ground launched missile fired by pro-Russian separatists.

All 298 people on board died. The Malaysia flight MH17 was at 33,000 feet in broad daylight and good visibility in a well travelled corridor deemed ‘safe’ by the air traffic control authorities in Europe and the Ukraine at heights above 32,000 feet on its way from Amsterdam to Kuala Lumpur.

Some eleven minutes after MH17 had taken off for KL, a Singapore Airlines A380 took off from Paris, also destined to traverse the same airspace, en route to Singapore.

However at the moment MH17 was blown open to fall in flames leaving a nine kilometre long track of bodies and wreckage across separatist held territory, the Paris departure SQ333 was further north and well to the west of the Malaysian flight. It wouldn’t have seen its demise.

About 32 minutes after MH17 had left Amsterdam, another similar 777-200ER, operating SQ351 took off from Copenhagen bound for Singapore via the same skies above a war zone in which two other aircraft had been shot down earlier this week, one a Ukrainian military cargo plane and the other one of its jet fighters.

SQ351 was even further away when the Malaysian flight was butchered by what was almost certainly a Russian BUK surface to air or SAM missile.

As the two unharmed flights, and probably a number of others, safely continued on their journeys, the air traffic authorities in Europe and the Ukraine hastily closed the air routes they had used.

But with 298 people slaughtered this is far too late to head off the outrage being expressed over the fact that the air routes above 32,000 feet were declared safe, and that carriers like Malaysia Airlines and Singapore Airlines had flown where carriers like Qantas and many others had refused to go for at least two months, as the obvious hazards of flying over a war zone where aircraft were already being shot down had become apparent.

What logic, what lack of sensitivity, and what lack of basic decency influenced Singapore Airlines and Malaysia Airlines and others to expose their passengers to these risks. Did-they-even-consider-them? If they did, why did they get it so wrong?

It is clear from the flight maps that for flights between Kuala Lumpur and Singapore and similarly located hubs, less fuel is burned by continuing to use officially ‘safe’ but now suddenly closed as ‘unsafe’ air routes across the Ukraine.

But they burn more passengers. What a terrible, ghastly and hideous failure of duty of care on the part of Malaysia Airlines. And how lucky was Singapore Airlines, and no doubt others?”

“BAE Systems’s Proximity fuze PLC US6834591B2 Abstract A proximity fuze for use in a tube launched projectile carrying a payload, comprising an oscillator for generating a radio frequency signal which has a varying frequency, a single antenna for transmitting the radio frequency signal and for receiving an echo of the radio frequency signal, a first signal processor for generating a range signal corresponding to the time delay between the transmission of the radio frequency signal and the receipt of the echo signal, second signal processor for comparing the range signal with a reference signal and depending on the result of the comparison generating an activation signal for activating the payload, wherein a directional coupler is used for coupling the radio frequency signal from the oscillator to the antenna and to the signal processor and for coupling the echo signal from the antenna to the signal processor, and wherein the second signal processor comprises a threshold detector, a peak detector and a comparator, the threshold detector being for allowing the comparator to utilise the output from the peak detector only once the range signal has reached a predetermined magnitude.”

“Southwest Research Institute’s (SwRI) Interactive training system for AWACS weapons directors US6053736A Abstract A training system for training AWACS weapons directors. The training system is programmed so that the student can select between a number of different training modes. These include interactive courseware, simulation, and live exercise modes. The system includes a voice recognition unit that is trained to recognize AWACS terminology and to interactively teach them. Original Assignee Priority date 1997-10-17 … 2000-04-25 Grant”

“American Airlines Flight 11 was a domestic passenger flight that was hijacked by five al-Qaeda members on September 11, 2001, as part of the September 11 attacks. Mohamed Atta deliberately crashed the plane into the North Tower of the World Trade Center in New York City, killing all 92 people aboard and an unknown number in the building’s impact zone. The aircraft involved, a Boeing 767-223ER, registration N334AA,[1] was flying American Airlines’ daily scheduled morning transcontinental service from Logan International Airport, in Boston, Massachusetts, to Los Angeles International Airport, in Los Angeles, California.”

“The Boeing E-3 Sentry, commonly known as AWACS, is an American airborne early warning and control (AEW&C) aircraft developed by Boeing. Derived from the Boeing 707, it provides all-weather surveillance, command, control, and communications, and is used by the United States Air Force, NATO, Royal Air Force, French Air Force, and Royal Saudi Air Force. The E-3 is distinguished by the distinctive rotating radar dome above the fuselage. Production ended in 1992 after 68 aircraft had been built.

In the mid-1960s, the US Air Force (USAF) was seeking an aircraft to replace its piston-engined Lockheed EC-121 Warning Star, which had been in service for over a decade. After issuing preliminary development contracts to three companies, the USAF picked Boeing to construct two airframes to test Westinghouse Electric and Hughes’s competing radars. Both radars used pulse-Doppler technology, with Westinghouse’s design emerging as the contract winner. Testing on the first production E-3 began in October 1975.

The first USAF E-3 was delivered in March 1977, and during the next seven years, a total of 34 aircraft were manufactured. NATO, as a single identity, also had 18 aircraft manufactured, basing them in Germany. The E-3 was also sold to the United Kingdom (seven) and France (four) and Saudi Arabia (five, plus eight E-3-derived tanker aircraft). In 1991, when the last aircraft had been delivered, E-3s participated in Operation Desert Storm, playing a crucial role of directing coalition aircraft against the enemy. Throughout the aircraft’s service life, numerous upgrades were performed to enhance its capabilities. In 1996, Westinghouse Electric’s Defense & Electronic Systems division, was acquired by Northrop Corporation before its being renamed Northrop Grumman Mission Systems, which currently supports the E-3’s radar.”

“Inventor Howard W. Lutnick et al … Original Assignee CFPH LLC .. System and method for convenience gaming US8696443B2 … A convenience gaming system is provided. The convenience gaming system allows users to access applications via gaming communication devices coupled to a communication network. At least a portion of the network may be wireless. The gaming applications include gambling, financial, entertainment service, and other types of transactions. The system may include a user location determination feature to prevent users from conducting transactions from unauthorized areas.

Inventor: Lee M. Amaitis; Joseph M. Asher; Howard W. Lutnick; Darrin M. Mylet; Alan B. Wilkins
Current Assignee: Interactive Games LLC Original Assignee CFPH LLC
Priority date: 2004-02-25 US8696443B2″

“Significant Changes in U.S. Patent Laws Intellectual Property Update 2000 By John T. McNelis ( jmcnelis@fenwick.com) .. On November 29, 1999 President Clinton signed the Intellectual Property and Communications Omnibus Reform Act of 1999 (the “Act”). The Act significantly modified the patent laws of the United States by (1) mandating publication of certain applications, (2) expanding the number of situations in which a patent term is extended, (3) adding a first inventor defense to patent infringement claims for methods of doing and conducting business, and (4) allowing for increased third party participation in reexamination proceedings. Some of these modifications become effective for applications filed on or after November 29, 2000 while some of these modifications are already effective. This article summarizes these modifications and identifies some factors that should be accounted for when forming a strategic patent plan. I. 18 Month Publication of Some Patent Applications A common complaint of the patent system in the United States is that, because pending applications are not available to the public, a company that introduces a product or develops a technology may discover several years later that another company’s patent was pending at the time of such a product introduction which may result in an expensive redesign or payment of a licensing fee to the patentee.”

“THURSDAY, 12 AUGUST 2010 ‘Let’s Get Rid of This Goddamn Sim’: How NORAD Radar Screens Displayed False Tracks All Through the 9/11 Attacks

Military personnel responsible for defending U.S. airspace had false tracks displayed on their radar screens throughout the entire duration of the 9/11 attacks, as part of the simulation for a training exercise being conducted that day. Technicians at NORAD’s Northeast Air Defense Sector (NEADS) were still receiving the simulated radar information around the time the third attack, on the Pentagon, took place. Those at NORAD’s operations center in Cheyenne Mountain, Colorado, were still receiving it several minutes after United Airlines Flight 93 apparently crashed in rural Pennsylvania.

No one has investigated why false tracks continued being injected onto NORAD radar screens long after the U.S. military was alerted to the real-world crisis taking place that morning. And yet we surely need to know more about these simulated “inputs” and what effect they had on the military’s ability to respond to the 9/11 attacks.”

“Civil (Wrongful Death Lawsuits) vs. Criminal (Murder Trials)

Some people get confused about the difference between wrongful death lawsuits and murder. Generally, there are two very broad categories of lawsuits in this country, which are civil and criminal. Civil cases involve lawsuits that individual citizens bring against each other (or against corporations or insurance companies representing either individuals or businesses). People can hire their own private attorneys to bring civil lawsuits. And, in most cases other than contempt, civil lawsuits do not lead to incarceration (at least not directly, meaning unless somehow the evidence presented in a civil case reveals that a criminal prosecution by the government is warranted), but rather result in payment of damages. Criminal lawsuits are instituted by government prosecutors on behalf of the state and victims. Wrongful death is a civil lawsuit (instituted by survivors or estates against individuals or corporations responsible for the death and which cannot directly lead to incarceration, meaning the judgment will not involve incarceration), while murder is a criminal lawsuit (instituted by criminal prosecutors and which can lead to incarceration).

Wrongful Death Lawsuits Are Brought By Different People And Involve Different Burdens of Proof At Trial

Wrongful death lawsuits are civil actions, usually filed by the estate or relatives of the deceased with the help of a wrongful death lawyer, on the basis that defendant is responsible for the deceased’s death through a careless, deliberate, or negligent act. Wrongful death lawsuitsmay be based on an act that also constitutes murder as that term is defined by the criminal statutes. But the only available remedy in a wrongful death lawsuit is the plaintiff’s financial recovery rather than punishing the defendant with incarceration or other criminal penalties.

Vastly Different Burdens Of Proof

Because they involve civil rather than criminal litigation, wrongful death lawsuits have a different burden of proof than criminal cases. In a wrongful death lawsuit, the plaintiff’s attorney generally must prove that the defendant is responsible for the death by a “preponderance of the evidence,” which means that there is at least a 51% probability (“more likely than not”) that the defendant committed the allegations in the civil complaint (the document that starts the wrongful death lawsuit).

Criminal cases has vastly different burdens of proof, which require the prosecutor to establish “beyond a reasonable doubt” that the defendant committed the crime. And the case itself is not filed by the individual’s estate, but by the government. If convicted of murder, the individual will likely be incarcerated or even killed if the case warrants and the jury and judge agree that capital punishment is appropriate.

Also Different Levels Of Intent

Wrongful death lawsuits and murder are also different in the type of conduct that is punished. In wrongful death lawsuits, the defendant may have just been negligent (e.g., improper vehicular passing), although intentional conduct that could also be punished in a murder trialcan form the basis of a wrongful death lawsuit. But murder always involves some degree of criminal intent, which very generally speaking is beyond civil negligence (this is very general information, so I encourage you to speak with a prosecutor or criminal defense attorney if you have further questions about murder or other forms of criminal punishment). So a simple way of looking at the situation is that actions that amount to criminal murder can also form the basis of liability in a wrongful death lawsuit. But the reverse is not always true (meaning many actions that could lead to liability for wrongful death could NOT also lead to criminal punishment for murder).

Case In Point: OJ Simpson

OJ Simpson was first charged with first degree murder in California, where he was found not guilty by a jury. The criminal case was not filed by the family of Nicole Brown Simpson and Ron Goldman, but by the state. However, after the “not guilty” verdict, Ron Goldman and Nicole Brown Simpson’s families filed a civil lawsuit seeking damages for wrongful death. The civil lawsuit had a much lower burden of proof than the criminal trial and led to a multimillion (45+ million) dollar verdict in favor of the families and estates. So the wrongful death lawsuit was successful even though the murder trial was not.”

“Training & Certification Trusted Training Agent for ATC

Serco is the only non-governmental entity that has been authorized to certify air traffic control specialists by the International Civil Aviation Organization (ICAO), a specialized agency of the United Nations.

We have developed advanced training techniques for air traffic control that lead to accelerated learning and have a global safety culture rooted in 60-years of experience.

Next Generation Aviation Simulation

Serco was recently awarded the “Technology Implementation of the Year 2013” at the Aviation Business Awards for the implementation of a tower simulator at the Al Maktoum International Airport in Dubai.

This tower simulator, which is the largest in the world, was designed by Serco and advanced the state-of-the-art in ATC training. The system integrates genuine controller instruments to create a “live” operational environment that includes communications systems, radar displays and airfield lighting.

The simulator, which can be configured to mimic any airport in the world, enables Dubai to learn from and integrate best practices developed at other leading airports. By simulating new procedures and technologies in a highly realistic environment, air traffic controllers avoid any disruptions and fully adjust to changes before they are adopted.

This is just one more way Serco helps our clients to world-class safety and efficiency.”

“Upon the abolition of the board in 1802, President Jefferson appointed Thornton the first Superintendent of the Patent Office. When Washington was burned by the British in 1814, Thornton convinced them not to burn the Patent Office because of its importance to mankind. He held the position from June 1, 1802 until his death in 1828 in Washington, DC. During his tenure, he introduced innovations including the patent reissue practice, which survives to this day.[9]

Some of Thornton’s reputation as an inventor is due to abuse of his position in the Patent Office. His improvements to John Fitch’s 1788 steamboat are patented but didn’t work. [10] When John Hall applied for a patent on a new breech-loading rifle in 1811, Thornton claimed he had also invented it. As proof, he showed Hall a Ferguson rifle, a British gun dating from 1776, refusing to issue the patent unless it was in his name as well as Hall’s name. [11]”

“INSIDE GAMING: $5.5 million fine keeps CG alive
By HOWARD STUTZ LAS VEGAS REVIEW-JOURNAL
January 22, 2014 – 11:36 am
There is a reason officials from CG Technology (formerly Cantor Gaming) said they were “glad to have reached a resolution” with Nevada gaming regulators and will pay the largest fine ever leveled against a casino or affiliated company.

The Las Vegas-based bookmaker — a subsidiary of Wall Street financial giant Cantor Fitzgerald LP — faced a potential death sentence by the state Gaming Control Board.

That prospect gave CG/Cantor’s leadership a “Sophie’s Choice” quandary.

Instead of watching a decadelong, billion-dollar investment go down the drain, CG Technology CEO Lee Amaitis and Cantor Fitzgerald Chairman Howard Lutnick accepted the stipulated agreement to the 18-count complaint, which included the $5.5 million fine.

The deal amounted to a plea of “nolo contendere” on the four most egregious charges. Gaming regulators said CG/Cantor leadership should have known the company’s top race and sports book official was also an agent for an illegal betting operation and had accepted almost $35 million in illegal wagers.

CG/Cantor admitted guilt to the other 14 counts.

The settlement requires approval from the Nevada Gaming Commission at a public hearing Thursday. The five commissioners may also exact their own pound of flesh from the company.

By the time a deal was hashed out more than a week ago, CG was humbled.

The company, coincidentally, changed its name from Cantor Gaming on the same day the control board handed down the complaint. It took a week for the settlement to be finalized as lawyers argued over language.

CG/Cantor Gaming reportedly still faces a federal investigation over potential illegal wagering activities, so the settlement with Nevada needed to be crafted in a way to avoid the all-out admittance of guilt.”

“DEPARTMENT OF JUSTICE – OFFICE OF THE INSPECTOR GENERAL INSPECTIONS REPORT – THE JUSTICE PRISONER AND ALIEN TRANSPORTATION SYSTEM

March 1997 Report Number I-97-05

Rather than relying solely on commercial flights to move prisoners over long distances, the USMS established its own air transport capability in 1985 with the purchase of a Boeing 727 (B-727) aircraft, capable of moving about 100 prisoners at a time. The hub of the newly created Air Operations Division was located at the airport in Oklahoma City, Oklahoma.”

“”Con-Air” in 1/6 San Diego Union Tribune [news article]
From: campbell@ufomind.com (Glenn Campbell, Las Vegas)
Date: Tue, 7 Jan 1997 10:37:42 -0800
Subject: “Con-Air” in 1/6 San Diego Union Tribune [news article]

A correspondent passed this 1/6 article on to us. He adds:

“The article in the hard-copy paper has a couple of pictures to go with the story (no pix on-line). One picture shows the shoulder patch on the aircrew uniforms, another shows prisoners lined up about to board a Convair 580. The paint job on the plane looked like INS or maybe US Marshals Service, it was a green stripe with an eagle forward of the door.”

From http://www.uniontrib.com/uniontrib/mon/news/news_1n6conair.html

(Password required)

The article is relevant here because of recent discussion of Con-Air flights using the “Janet” company name.

————————

You won’t need a reservation on this airline — no matter how many travelers flood the airport.

Don’t worry about traffic or parking. Shuttles are provided. And the price is right — you fly for free.

But think carefully before you step aboard. This is ConAir, and all the passengers are federal prisoners.

“We don’t serve mixed drinks,” said Thomas Little, chief of air operations for the program, officially titled the Justice Prisoner and Alien Transportation System, or J-Pats.

Call it ConAir and Little knows what you mean. It’s the name the air transport system has picked up inside the U.S. Marshals Service, which flies a fleet of 13 airplanes on regular routes across the country every day.

During the past year, the prisoner airline spent $24 million moving more than 100,000 federal inmates — including 12,000 from San Diego — to and from trials, prisons and medical centers nationwide.

The inmates fly mostly on 727s and DC-9s. But the airline, which has merged with the air wing of the Immigration and Naturalization Service, also operates Convair 580s, a Lear jet and a number of smaller aircraft.

Among the most infamous of its recent travelers were Unabomber suspect Theodore Kaczynski and the men accused in the bombing of the Oklahoma City federal building, Terry Nichols and Timothy McVeigh.

Nichols and McVeigh were transported in the dead of night in an operation much akin to a clandestine military operation, Little said. He did not want to go into details but mentioned that a decoy plane was among the ploys used to guard against possible attempts by supporters to free the suspects.

Federal officials have always been circumspect about the fine points of prisoner movement. But ConAir soon could gain a higher public profile with the planned release in June of a movie by the same name.

In the Disney film, Nicolas Cage plays a hapless prisoner who wanders into a hijack plot aboard a Marshals Service plane carrying a group of high-security inmates.

The Hollywood marshals rough up some of the prisoners, and the plane crashes, leaving the real Marshals Service frowning on the silver screen’s invention, said Kristine Marcy, a top official in charge of detentions.

“We don’t beat up our prisoners, and our planes certainly don’t crash,” Marcy said on a recent trip to San Diego, where she was trying to find more jail space for federal prisoners.

The space problem here is acute because of the high number of border arrests. So, San Diego is a regular stop on ConAir’s West Coast air route, with 12 flights per week scheduled into Lindbergh Field.

Prisoners — mostly people being held for entering the country with false documents — are flown from San Diego to Las Vegas, where they are housed in the city jail. They are flown back a few days later for deportation hearings.

Without the air transportation system, Operation Gatekeeper, the federal border crackdown, would not have been possible, said Mark Reed, San Diego’s district director for the INS.

Before ConAir was called in last July, Reed said, the INS was spending hours on the road busing hundreds of prisoners to Las Vegas, the closest jail space available.

Kim Porter, who coordinates INS air transportation in San Diego, estimated that 12,000 inmates have flown from here to Las Vegas and back aboard federal planes.

“If the planes stopped flying for just one day, a monkey wrench would be thrown into the whole system,” Porter said.

Because of the San Diego jail space problem, there was no holiday break here for ConAir. While flights in other parts of the country were cut back during the Christmas season, San Diego continued its rigorous schedule of two flights every weekday and one each Saturday and Sunday.

Marcy said the air transportation system inspires a high level of commitment in its personnel.

“People are always willing to be on standby or to work overtime,” she said, noting that the planes are not always used for prisoner transport.

After a hurricane flattened parts of the Virgin Islands last year, the prisoner transportation system flew in some of the first reinforcements to help establish law and order, she said.

After the Oklahoma City bombing, the airline flew evidence to the FBI crime laboratory in Washington, D.C., she said.”

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