Mycroft Warrant = A writ issued by a competent but blackmailed or extorted officer, usually a judge or magistrate, which permits an otherwise illegal act that would violate individual rights and affords the person executing the writ protection from damages if the act is performed.
MI-3 = Kristine Marcy + Norman Inkster + Interpol + Intrepid (William Stephenson)
McConnell claims that Serco root companies extorted a Mycroft warrant from the then Prince of Wales (later Edward VII) to operate a telegraph blackmail service out of the Langham Hotel in London and extort pedophile guests from Australia, Canada, New Zealand and the United States.
McConnell claims that Marcy and Serco director Maureen Baginski, defrauded the DoJ Asset Forfeiture Fund to procure (buy) Mycroft Warrants, Skynet satellite links and CPLS devices used by USM-007 agents to track the Chinook passengers and dress the Mull of Kintyre crime scenes.
McConnell believes that Sister Marcy had the U.K. counter-terrorist experts murdered because they threatened to expose Serco’s (formerly RCA GB 1928) use of false-flag MI-3 “Mycroft Warrants” for USM-007 agents “Licensed to Kill” from at least 1979 when Marcy launched the U.S. Senior Executive Service under the former U.S. President, Jimmy Carter.
McConnell invites key word Googlers to read excerpts below and ask why “The List of Sherlock Innholders – The Wrist That Didn’t Bleed” book has a new title at http://www.abeldanger.net/
See#1: Abel Danger Mischief Makers - Mistress of the Revels - 'Man-In-The-Middle' Attacks (Revised)
Prequel 1: #1849: Marine Links Serco MI-3 Mycroft Warrants to Marcy’s USM-007 Murdered Spook
Strange meeting - Sherlock – BBC
1994 Scotland RAF Chinook Helicopter Crash
The chinook helicopter song (mull of kintyre)
Paul McCartney & Wings - Mull of Kintyre 1977 Video stereo widescreen
“1994 Scotland RAF Chinook crash
From Wikipedia, the free encyclopedia
The 1994 Scotland RAF Chinook crash occurred on 2 June 1994 at about Royal Air Force (RAF) Chinook helicopter
(serial number ZD576, callsignF4J40) crashed on the Mull of Kintyre, Scotland, killing all twenty-five passengers and four crew on board. Among the passengers were almost all the United Kingdom's senior Northern Ireland intelligence experts. It was the RAF's worst peacetime disaster. hours when a
An RAF board of inquiry in 1995 ruled that the cause of the accident to be pilot error; this finding proved to be controversial, especially in light of irregularities and technical issues surrounding the then-new Chinook HC.2 variant which were uncovered. A Parliamentary inquiry conducted in 2001 found that the previous verdict of gross negligence on the part of the crew to be 'unjustified'. In 2011, an independent review of the crash cleared the crew of negligence.”
“Britain’s Cover-Up of Inside Job in Fatal RAF Chinook Crash
“Britain’s Cover-Up of Inside Job in Fatal RAF Chinook Crash
Evidence points to liquidation of British counterinsurgency team to trick Irish republicans into a defeating political process
Global Research, November 23, 2011
23 November 2011
Technical ‘smoking gun’
Kennedy’s investigations reveal one further crucial detail that has been denied or obfuscated by RAF officials and the British government in all inquiries so far into the crash. And it is this technical “smoking gun” that points up the malicious aspect of what happened on the Mull of Kintyre and how it could have been perpetrated.
The avionics expert has obtained confirmation that Chinook ZD576 was equipped with a landing device known as a Covert Personnel Locator System. Officially, this is denied, but trusted RAF contacts have unofficially confirmed to him that ZD576 was fitted out with the system on that journey. “All the movements of the helicopter as it was approaching the Mull point to the fact that the crew were coming in for a landing or a near landing and that they were using a CPLS to achieve this. I predicted the use of the CPLS from their movements at the Mull. That has now been confirmed to me by RAF sources. This revelation of a CPLS onboard Chinook ZD576 is grounds enough for another inquiry to be opened,” he says.
The CPLS, explains Kennedy, is a precision guidance system that is intrinsically reliable. It is often used by American and British military helicopters to pinpoint special forces who are trapped behind enemy lines. The system’s various manufacturers describe it as being used for “an all-weather approach to assault zones, landing zones and drop zones”.
What makes the CPLS particularly useful is that it operates by a portable handset on the ground that sends an Ultra High Frequency radio signal to the receiver onboard the helicopter. Basically, the operator on the ground guides the helicopter to the landing zone and because the helicopter crew are following a unique signal there is little need for the pilots to have external visibility. They are relying on the ground operator to bring them safely to the LZ.
Chinook crew misled by operators on the ground?
On the evening that the pilots flew ZD576 into the fog at the shoreline of the Mull, the instrument settings show that they were preparing for landing. From their experience, they knew that the approach terrain was relatively low lying towards the LZ. Kennedy believes that the operator group on the ground was out of position and that instead of being directed to the LZ, the crew of the Chinook were misled into a “vertical corner” of nearby mountainous terrain. “Because the pilots believed they were approaching the LZ, the lower power settings they had selected would have made it nearly impossible for them to conduct a successful emergency manoeuvre at the last moment to avert collision. The Chinook is normally an agile aircraft despite its bulky size, but without the thrust power, the pilots would have had no chance of negotiating the vertical corner.”
Would the operators on the ground not have been in danger from the incoming Chinook?
Near the crash site on the Mull, on the aircraft’s track and at about the right distance inland to have caused their over-run of the shoreline, is a large fissure – a natural granite rock trench. Kennedy himself has inspected it. “Anyone hiding in that trench would have had protection from a crashing 20-ton helicopter.”
“Whether the CPLS operators on the ground were out of position wilfully or not is for another inquiry to ascertain,” he adds. “Had the operator on the ground been half a mile or so up the slope from the landing spot where the pilots expected him to be, all that is known about this crash is explained.”
Kennedy is adamant that Chinook ZD576 with all those onboard was deliberately brought down. “From the very beginning, this has smacked of a cover-up. The official account is demonstrably not true in light of the flight and instrument data. Given the strong political motives, there is powerful reason for why it could have been sabotage. And now there is evidence of the technical means by which this sabotage could have been carried out.”
If that is the case, then senior people within the British military and political establishment made a call on the lives of those who perished.
Why were 25 counterinsurgency personnel put on one helicopter?
Other questions also need to be asked. Why were all 25 counterinsurgency personnel put on one helicopter? Who took that decision for this irregular security arrangement, especially when there were other aircraft available to spread the transport of the men? If the CPLS was being deployed, as Kennedy claims, then there should have been a record of this component in the flight plans, which the meticulous navigation pilot, Flt Lt Tapper, would have logged – was this record removed from the pilot’s flight plan after the event?
Intriguingly too, for the Chinook sacrifice to have sent the intended signal to Irish republicans that the “war was over”, there must be senior persons within the IRA ranks who also know the truth of what really happened, and, importantly, would have been tipped off before it happened. This, of course, would have been conveyed to republicans in such a way that would afford plausible denial by the British contacts. Also, given the way the peace process has worked out in hindsight to the historic disadvantage of republicans, much to their bitter regret no doubt, it is unlikely that they would disclose their fatal error of buying into such a dirty trick.
Finian Cunningham formerly based in Belfast, is Global Research’s Correspondent on Middle East and East Africa affairs.
The Hidden Truth Behind The News
Was the RAF Chinook Helicopter crash an accident or was it sabotage – Part 4
The Chinook was carrying many of the top UK Intel / Police so many eggs in one basket? Consider in the context of traitor Blair coming to power following the heart attack of Labour leader John Smith who was out of favour with the Bilderberg boys.
Before going into the latest findings let’s just recap on events reported in Part 3 which resulted in Gordon Bowden and I going to the Derby Police to report possible multiple murders/assassinations.
This is the timeline:
the 19th of May 2011 I received a communication via my web page that deeply upset me but at the same time confirmed what I had been told by Ms Tara Andrea Davison some months ago that the crash of Chinook ZD576 was an inside job.
That communication was as follows:
01 – Name = AB
02 – Email Address = Hidden to protect the informant
03 – Your Message = AB reports that the Mull of Kintyre Chinook accident was done by an assassination hit squad.
You are correct Peter, FADEC is just the smoke screen. The pathologist a “she” who carried out an examination of all the bodies reported at that time that they all died from extensive gunshot wounds.
the 20thof May 2011 I received further communication and eventually got in touch with the person concerned for a full brief. Part of his email read as follows:
“We can authenticate this by either obtaining the coroners report, or getting a statement from the women coroner. The problem with this is that her life could be in danger. These are very very serious issues and allegations Peter. As with everything compartmentalisation is at play here. The coroner just did her job, it wouldn’t occur to her that this was an execution. We don’t do these things in Britain do we? Remember she was a woman, I do think that’s significant. She would be thinking Army – Northern Ireland – guns – helicopters- and so these things are quite normal to her.” He again confirmed the following:
It was reported to me that the Coroner said “they all had gunshot wounds to the head”
Mr. Spellar [holding answer 14 February 2001]: At that time two Chinook helicopters were detached to Northern Ireland. In May 1994 these were Mk1s until 15 Feb 2001 : Column: 195W
when ZD 576, the first Chinook Mk2 to operate in Northern Ireland, was delivered to RAF Aldergrove, and one of the Mk1s was flown back to RAF Odiham. All the Chinook aircraft in Northern Ireland operate out of RAF Aldergrove and return there at the end of the day’s tasking.
Mr. William Ross: To ask the Secretary of State for Defence when it was decided, and by whom, that Chinook helicopter ZD 576 would be used on the flight on which it crashed on 2 June 1994. 
Mr. Spellar [holding answer 14 February 2001]: The flight was tasked by the Joint Air Tasking Operations Centre (JATOC) in Northern Ireland on 1 June 1994.
I would now like to place an emphasis on the response by Mr Spellar that said no Chinooks flew into Northern Ireland on the 2nd of June 1994 and only one left which was Chinook ZDS576 which departed at 1742 local time to its first position report (Waypoint A off the Mull of Kintyre Lighthouse).
This statement is grossly incorrect based on the following fact that another unidentified Chinook (believed to be American) appeared to come from the Aldergrove direction and flew out to sea just before the departure of ZD576…….one can only assume that this was based temporarily at RAF Machrihanish.
One the 1st of June 1994 Chinook ZD576 was flown by Lt(RN) Kingston and upon return later that afternoon Lt(RN) Kinston discussed the following day’s tasking with Lt Lt Tapper. That tasking involved the movement of troops within Northern Ireland for which 6.5 hours had been allocated and the final task being the passenger flight from RAF Aldergrove to Fort George and return to which 3 hours had been allocated. Fl Lt Tapper elected to carry out all of this tasking using his own crew and consequently carried out flight planning for the Inverness flight during the evening of the 1st of June 1994. Both Fl Lt Tapper was seen preparing maps for the following day. MALM Forbes who was in another accommodation was also seen preparing maps for the next day. This aspect clearly shows the professionalism of both aircrew in preparing for the next days tasking.
The day of the tasking (2nd of June 1994) Fl Lt Tapper conducted a sortie brief with his crew. Weather data was received with Machrihanish (situated just north of their first waypoint A) being borderline. The appropriate 230 Squadron Duty Officer was not available for the brief as he was at another brief involving a Puma formation and so Fl Lt Tapper left photocopies of his maps with the Duty Officers Assistant.
The passenger for this aircraft were processed through RAF Aldergrove Air Movement Section and received a safety briefing by two RAF staff (FS Holmes and Sgt Coles) who happened to be the crewmen belonging to Lt(RN) Kingston. The passenger were provided with appropriate safety equipment but their baggage was no xrayed.
Fl Lt Tapper and crew were driven to Chinook ZD576 at approximately 1700 hours where they conducted a normal aircraft start and reposition the Chinook to the Air Movements Dispersal. At 1720 the passengers were boarded and their baggage was secured along the centre of the cabin floor. The Chinook, call sign F4J40, took off at 1742 hours and departed on track 027 (M) …comms was established on HF with 81SU (Strike Command) at 1746 and asked for a listening watch to be maintained.
The aircraft requested to leave the Aldergrove Approach Radar frequency just before the Control Zone Boundary and concluded its ATC service with Belfast International Airport at 1747. The aircraft was not observed on radar after that time.
The aircraft was observed by several witnesses low level over the Antrim Hills heading toward the coastal point of Carnlough. At 1755 Scottish Military received a single call on their contact frequency and this call was not answered. After further investigation by myself the actual broadcast read as follows: “Scottish Military, good afternoon this is F4J40″
This is typical of calls made when entering another zone………it would have been answered by an acknowledgement and followed by any further instructions from ATC….however it was not answered and one can only assume that the crew would have called again to establish communications as it was getting close to there position report (Waypoint A) …what is extremely strange is that from this moment on their was a time lapse of approximately 4.5 minutes prior to impact and no further calls were made even though the report says that the helicopter was operating normally and was under full control. This information is critical in the investigation because this crew would have kept trying to contact Scottish Military as they were now flying in their zone with no communications to the controlling authority…….Fl Lt Tapper would have kept making calls and in the event that communications were not established he would have gone back to Northern Ireland Control (his last controlling authority) to advise them that he has no comms with Scottish Military and they would then have told him to remain on this frequency whilst they check it out. A call to Scottish would then have been made to determine the problem etc.
Lets just recall the questions and answers time between Mr William Ross and Mr Spellar when Mr Spellar said there was only one outbound movement of a Chinook that day ie no Chinnoks came in and only one left which was the one that left for Scotland ZD576.
So I would now like to point out another mistake in this inquiry and that is the fact that a second Chinock was observed flying from the direction of Aldergrove heading up towards Portrush by another reliable witness and also some witnesses in Bushmills (further to the east) heard the Chinook but did not see it.
Here is an account of that witness:
“My late parents and I were driving east from Coleraine towards Bushmills about 30 minutes before the crash. It had been a very wet afternoon and the sky was still very dark for the time of day. A Chinook with a [three colour] patchwork quilt style camouflage flew across our path just after we reached the top of Kilgrain hill. It was flying low in a northerly direction along the line of the Ballyversal road and by the time we reached the junction with that road the Chinook was just skimming the high ground to our left. There have been unconfirmed reports that the distinctive sound of a Chinook was heard over Bushmills.
No one has been able, so far, to explain the ownership of this Chinook or its role that day. I checked out the camouflage with someone who worked in the paintshop at RAF Odiham and he explained that this style of camouflage would most likely have been used by a special operations Chinook.” he did go on to say that the sun was breaking through the cloud to the west and was on the side of the Chinook and that he was not sure if it was RAF or American as he was aware of US Navy seals operating from RAF Machrihanish around that time. You may recall that one of the witnesses who was sailing offshore the Mull of Kintyre also passed comment about the sun breaking through the cloud and he could see the reflection on the glass cockpit as it approached……..obviously this was ZD576.
To give strength to this story I will also print the following from another report which clearly indicates another radar contact was made that remained unidentified:
There is taped data from a Scottish air traffic control room that shows an unidentified target nearing the Mull of Kintyre at precisely the same time as the disaster. And finally, we have been told by RAF sources that a United States Air Force team reached the crash site prior to any UK rescue unit and sifted through the wreckage. What were they looking for?
Someone in Northern Ireland also confirmed the same story in that when RAF staff arrived at the scene there were other people sifting through the wreckage. One of the RAF crew approached them and asked what they were doing…….the reply came back in a strong American accent “We are looking for something that belongs to us.”
In closing this report I would be bold enough to state the possible events that took place that day:
Another Chinook (possibly US) with their own team onboard set out ahead of ZD576 and tracked up towards Portrush and then over to the Mull of Kintyre to monitor the flight of ZD576 and the actual crash (as was reported a second radar return was observed at the same time).
This helicopter carried the team that would go through the wreckage immediately after the crash and ahead of the RAF team……the only way this could occur was that if the US team knew of the intended crash and were nearby ready to move in.
This US team [USM-007 Triage Team] had no authority to enter the scene of a crash, especially when this involved an RAF aircraft with British crew and passengers. Air Crash Scenes become a sterile/secured area by the local police until such time as crash/emergency crews arrive and then after the investigation team takes over. Nothing is allowed to be taken from the scene prior to this and no other third parties are allowed to enter. I would also like to put on record that baggage and personal belongings were also removed which is also in violation of normal protocol.
I repeat again the statement made by the senior officer from Strathclyde Police who emphasized just after the crash that there was nothing suspicious about this crash and that it was simply a very tragic accident …….this statement alone made me deeply suspicious that this was a total cover-up as he does not have the experience or capacity to make such a bold statement, especially before the investigation got underway.
Based on the statement made by ex Intel Operative Ms Tara Dacison in 2010 that this was an inside job and based on the report from the coroner that all crew and passengers died from gunshot wounds to the head (as per my two reports to Lord Philip) one can only surmise that the crew and passengers died at some time prior to the arrival at Waypoint Alpha and without course correction continued on into the hillside.
The presence of the second Chinook (US?) that tracked up to Portrush and then possible over to the Mull of Kintyre (as per Scottish second radar return) may have played a significant part in this tragic event…..especially when it was understood that collusion had possibly been taking place between the RUC and the Intelligence units with additional pressure from the US to expedite the peace talks etc….one can only guess. US Navy Seals were in situ at Machrihanish at the time and they are specialist at this type of work.
I repeat again that the only sure way of identifying the truth behind this crash is to bring Ms Tara Davison in for questioning (as per Mr. Gordon Bowden and my request to the police on two occasions) and secondly to obtain the original report from the lady who wrote that the cause of death was by gunshot wounds to the head. Obviously one would have to be rather naive to think that autopsy report are not falsified to comply with secret service activities. Finally the ultimate truth can only be gained by carrying out another autopsy on the victims concerned which would immediately reveal the true events of that day.
My latest evidence has been sent to the Review Board in Scotland as shown below:
Re accident Chinook ZD576 2/6/1994
Monday, 30 May, 2011 8:50
scotlandoffice.gsi.gov.uk, Ada.Munns@scotlandoffice.gsi. gov.uk Cc:firstname.lastname@example.org. uk”
“Pursuant to the provisions of the Privacy Act of 1974, 5 U.S.C. 552a, notice is given that the Department of Justices (DOJ) proposes to modify a United States Marshals Service (USMS) system of records entitled “Warrant Information Network (WIN), USM-007.” Changes have been made to the “Categories of Individuals Covered by the System” to include individuals suspected in a state's case that has been adopted by a USMS-sponsored task force; individuals for whom the USMS is conducting a criminal investigation or aiding in a criminal investigation by another law enforcement agency; missing persons, including children, for whom the USMS is conducting an investigation or aiding in a criminal investigation by another law enforcement agency; individuals, and their associates, who are the subject of, and who may provide information, assistance or leads in USMS fugitive, criminal, or missing persons investigations. Other changes are made consistent with the new categories of individuals covered, necessary updates are made, and routine uses have been revised to conform with DOJ model routine use language.”
“Freelance QUANTITY SURVEYOR Bolton, Lancashire
Self employed Chartered Quantity Surveyor on an industrial development and an office refurbishment.
Also Senior Commercial Surveyor on a PFI Schools Project with a combined value on 4 schools
Also Senior Commercial Surveyor on a PFI Schools Project with a combined value on 4 schools
Hourly Rate / Cost:
… 1995 to 1998
Serco Defence working at R A F Machrihanish (1995 to 1998) and R A F Shawbury (1998 to 1999) dealing with all aspects of M O D Facilities Management and in parallel with this, Consultant to a Developer for two projects in Bradford with a combined value of £12 million and a project in Dublin valued at £3 million.
Also during this period Consultant Quantity Surveyor to Bovis Construction Limited preparing Bill of Quantities for Management Contracts.”
“Cubic Corporation (Cubic), incorporated on December 13, 1984, is an international provider of systems and solutions that address the mass transit and global defense markets. The Company operates in three segments: Cubic Transportation Systems (CTS), Mission Support Services (MSS) and Cubic Defense Systems (CDS). As of the September 30, 2012, the Company’s CTS business accounted for approximately 37%; MSS and CDS accounted for approximately 36% and 27% of its net sales respectively. CTS specialize in the design, development, production, installation, maintenance and operation of automated fare payment and revenue management infrastructure and technologies for transit operators. As part of its turnkey solutions, CTS also provides these customers with a suite of business process outsourcing (BPO) services and expertise, such as card and payment media management, central systems and application support, retail network management, passenger call centers and financial clearing and settlement support. In January 2013, it acquired NextBus, Inc. In July 2013, Cubic Defense Applications, a Defense Systems business unit of Cubic Corp acquired certain assets and foreign subsidiaries of Advanced Interactive Systems. In November 2013, the Company acquired Serco's Transport Solutions business.
Mission Support Services
MSS is a provider of live, virtual and constructive training services to all four branches of the United States military, including the special operations communities, as well as to allied nations. In addition, MSS offers a range of national security solutions to the intelligence community. CDS is a provider of air and ground combat training systems for the United States and allied nations and a key supplier of secure communications solutions, including asset tracking and cyber products and intelligence surveillance and reconnaissance (ISR) data links. Services provided include live, virtual and constructive training, real-world mission rehearsal exercises, professional military education, intelligence support, information technology, information assurance and related cyber support, development of military doctrine, consequence management, infrastructure protection and force protection, as well as support to field operations, force deployment and redeployment and logistics.
Cubic Transportation Systems
CDS focuses on two primary lines of business: training systems and secure communications. CTS is a systems integrator that develops and provides fare collection infrastructure, services and technology for public transport authorities and operators worldwide. The Company offers fare collection devices, software, systems and multiagency, multimodal integration technologies, as well as a suite of operational services. As of September 30, 2012, the Company installed over 90,000 devices and deployed several central systems which in total process approximately 10 billion fare-related transactions per year for approximately seven billion transit passengers.
As of September 30, 2012, the Company had 400 projects in 40 markets on five continents. The Company has implements and, in many cases, operates automated fare payment and collection systems for some of the mass transit systems, such as London, the San Francisco Bay Area and the Los Angeles region. It offers a range of services for transit authorities in transit markets worldwide, including computer hosting services, call center and Web services, payment media issuance and distribution services, retail point of sale network management, payment processing, financial clearing and settlement, software application support and outsourced asset operations and maintenance. The Company provides its services in regions, including London, Sydney, Brisbane, Sweden, Washington district of Columbia, Los Angeles, San Francisco and Atlanta. CTS operate full service operation centers in North America, Europe and Australia. As of September 30, 2012, the Company was designing and building new systems in Chicago, Sydney and Vancouver.
Mission Support Services
MSS provides services within the scope of small-to large-scale military training exercises, including live, virtual and constructive training exercises and support. Training services include full life-cycle support from planning through after action reviews as well as the associated support, such as operational, technical and logistical support. In addition, the segment provides a broad range of national security solutions, including subject matter and operational expertise, advanced tactical training and cyber security services, to the intelligence, special operations, law enforcement and homeland security communities. Customers include all branches of the United States military, non-military agencies and allied nations under arrangements with the United States government. MSS is the prime contractor at more than 40 military training and support facilities and supports more than 200,000 exercises and training events per year.
The Company provides training and rehearsals for both small and large scale combat operations, training and preparation of military advisor teams, mobilization and demobilization of forces prior to and following deployment, combat and material development, military staff augmentation, information technology and information assurance, logistics and maintenance support for fielded and deployed systems, support to national security and special operations activities; peacekeeping; consequence management and humanitarian assistance operations worldwide. It plans, prepares, executes and documents realistic and focused mission rehearsal exercises (using both live and computer-based exercises) as final preparation of forces prior to deployment. In addition, it provides consultation and advisory services to the governments and militaries of allied nations.
The Company’s contracts include providing mission support services to three of the United States Army's CTC's: JRTC as prime contractor and the national training center (NTC) and Mission command training program (MCTP) as a principal subcontractor. These services include planning, executing and documenting realistic and stressful exercises and mission rehearsals that increase the readiness of both active and reserve the United States conventional and special operations forces by placing them in situations as close to actual combat as possible.
MSS is a principal member of the contractor team, to the United States armed services, that supports and helps manage and execute all aspects of the operations of the Joint Coalition Warfare Center (JCWC), including support to worldwide joint exercises and the development and fielding of the Joint National Training Capability (JNTC). Under the Marine Air Ground Task Force (MAGTF) Training Systems Support (MTSS) contract, it provides training and exercise support to the United States Marine Corps forces worldwide, including real-world mission rehearsals. It planned and executed virtually all Marine Corps simulation-based exercises worldwide under the original MAGTF Staff Training Program (MSTP) and its successor, the MTSS, directly preparing Marines for combat operations.
It provides training and professional military education support to the United States Army's Quartermaster Center and School, the Signal School and to the Transportation School. It also provides contractor maintenance and instructional support necessary to operate and maintain a wide variety of flight simulation and training systems and other facilities worldwide, for United States and allied forces under multiple long-term contracts, including direct support to USMC aircrew training systems worldwide. In addition, it provides a range of operational support to the United States Navy for Anti-Submarine Warfare (ASW) and counter-mine operations and training. It provides research, development and technical engineering (RDTE) support to the United States Air Force Research Laboratories (AFRL) for assistance in the identification and application of current, new and emerging technologies to proof-of-principle evaluations of advanced operational concepts. Its services, products and capabilities include development and deployment of curriculum and related courseware, computer-based training, knowledge management and distribution, advanced distance learning (e-learning), serious military games for training, and other advanced education programs for United States and allied forces.
Cubic Defense Systems
CDS is focused on two primary lines of business: training systems and secure communications. This segment is primarily a diversified supplier of live and virtual military training systems and secure communications products to the DoD and more than 35 allied nations. The Company designs and manufactures air and ground combat training systems for fighter aircraft, armored vehicles and infantry, as well as weapons effects simulations, laser-based tactical and communication systems. The Company also designs and manufactures secure communications products focused on intelligence, surveillance, asset tracking and search and rescue.
The segment designs, manufactures and fields a range of technologies that are critical to combat readiness, supply chain logistics and national security for the United States and allied nations. Its primary lines of business include air combat training ranges and after action review software, ground combat training systems, including a full range of laser engagement simulation systems, virtual small arms training systems, intelligence, surveillance and reconnaissance (ISR) data links, personnel locator systems, multi-band communication tracking devices and cross domain appliances for cyber security. It also provides ongoing support services for systems it has built for several of its international customers.
Its training systems business designs and manufactures of instrumented training systems and products for militaries of allied nations. It designs and manufactures air and ground combat training systems for fighter aircraft, armored vehicles and infantry, as well as weapons effects simulations, laser-based tactical and communication systems. These systems collect and record simulated weapons engagements, tactical actions and event data to evaluate combat effectiveness and lessons learned and provide a basis to develop after action reviews. It also designs and manufactures secure communications products focused on intelligence, surveillance, asset tracking and search and rescue.
Its training business is organized into air combat, ground combat and virtual training divisions. Ground combat training uses systems analogous to air ranges for ground force training. The systems are generally known as tactical engagement simulation systems or multiple integrated laser engagement system (MILES). It supplies MILES equipment as part of CTC contracts. Its Virtual Training product line provides virtual training systems for various applications, employing actual or realistic weapons and systems together with visual imagery to simulate battlefield environments. Cubic also provides maintenance trainers for combat systems and vehicles, as well as operational trainers for missiles, armored vehicles and naval applications.
Its communications business is a supplier of secure data links, radio frequency amplifiers, direction finding systems, remote video terminals, and search and rescue avionics for the United States military, government agencies, and allied nations. Personnel Locator System (PLS) is standard equipment on United States aircraft with a search and rescue mission. PLS is designed to interface with all modern search and rescue system standards. It also supplies amplifiers and direction finding systems to prime contractors and end users for both domestic and international applications. These include systems used by the Canadian Coast Guard, the United States Navy, the United States Air Force and the French Army.
The Company competes with Lockheed Martin, Northrop Grumman, General Dynamics, Boeing, L3 Communications and SAIC.”
Serco supports the armed forces of a number of countries around the world, including the United Kingdom, United States and Australia, working across land, sea, air, nuclear and space environments. Our mission is to deliver affordable defence capability and support to the armed forces. We work in partnership with our customers in government and the private sector to address the cost of defence, both financial and social, delivering affordable change and assured operational support services.
In the UK and Europe:
Serco manages the UK Atomic Weapons Establishment (AWE) as part of a consortium with Lockheed Martin and Jacobs. AWE is one of the most advanced research, design and production facilities in the world, developing the sophisticated materials, quantum physics and computer modelling vital to the safe and effective maintenance of the UK's nuclear deterrent. AWE experts also play a leading role in nuclear non-proliferation and international nuclear security.
We enable the Royal Navy to move in and out of port at HM Naval Bases Faslane, Portsmouth and Devonport for operational deployment and training exercises. Managing a fleet of over 100 vessels, we operate tugs and pilot boats, provide stores, liquid and munitions transportation and provide passenger transfer services to and from ships for officers and crew.
We provide facilities and information systems support to the MoD'sDefence Science and Technology Laboratory (Dstl), the UK government's leading defence research establishment, including a £400m programme to rationalise the Dstl estate. We also provide facilities management services to the Defence Estates in support of the UK military presence in Gibraltar.
Serco provides extensive engineering and maintenance support to UK military aviation, including to the Fleet Air Arm and Royal Air Force, working on over 16 military aircraft types, in addition to the logistical support services at RAF bases across the country, including Brize Norton, Lyneham and High Wycombe, the Headquarters of Air Command.
Our space and security specialists provide spacecraft operation and in-theatre support to the Skynet 5 secure military satellite communications network; we maintain the UK's anti-ballistic missile warning system at RAF Fylingdales and support the UK Air Surveillance and Control System (ASACS); Serco also supports the intelligence mission of the MoD and US Department of Defence at RAF Menwith Hill.
Serco enables the training of national security personnel through its services at the Defence Academy of the United Kingdom, the MoD's world class institute responsible for educating the military leaders of ; we train all of the RAF's helicopter pilots at the advanced training facility at RAF Benson; and we manage the Cabinet Office'sEmergency Planning College, the government's training centre for crisis management and emergency planning.
In the UK, we also developed an approach that combines the introduction of windfarm friendly radar technology at RRH Trimingham, Staxton Wold and Brizlee Wood that has enabled >5GW windfarm development projects, which are equally important to the Department of Energy and Climate Change to meet its commitments to reduce greenhouse gas emissions and the Ministry of Defence