Plum City – (AbelDanger.net). United States Marine Field McConnell has linked Nicholas ‘Mycroft’ Soames’ alleged deployment of tagged ZigBee agents through hotels operated by the MI-3 Innholders Livery Company, to an apparent triangulation fraud arranged by Serco director Maureen Baginski involving the use of phony Inmarsat pings from an aircraft identified as Malaysian Airlines MH Flight 370 to create a search field 10,000 kilometers long where a plane could be ditched after key passengers had been abducted.
McConnell recognizes Mycroft Warrants as writs issued by a competent but blackmailed or extorted officer, usually a judge or magistrate, who permits otherwise illegal acts (spoliation of evidence; ultra vires authorisation of kidnaps; spread bet body-bag counts; bypassing autopsies to conceal murder-for-hire and placing blackmailed pedophiles in decoy triage teams) and affords the person executing the writ protection from damages if the act is performed.
MI-3 = Kristine Marcy (sister) + Norman Inkster + Interpol + Intrepid (William Stephenson)
McConnell claims Serco root companies extorted then Prince of Wales (Bullingdon alumnus, later Edward VII) to issue Mycroft warrants to a telegraph-betting center in London’s Langham Hotel – an alleged pedophile honeypot used to entrap and blackmail MI-3 Innholders’ guests and now a Serco virtual war room to guide and synchronize global deployments of Zigbee kidnap and contract-hit teams. (cf. Ian Fleming’s Target Force unit – a.k.a. T-Force – a lightly armed and highly mobile unit, tasked with capturing Nazi scientific and technical military material).
McConnell notes that while Serco’s pedophile blackmailers may have controlled hotel crime scenes and bookmaking frauds since 1888, MI-3 founder William “Intrepid” Stephenson made the first use of BBC synchronized wireless photo transmissions to blackmail Langham habitués who may have included a Bullingdon alumnus, the late and treasonous Duke of Windsor, and the late Winston Churchill – the compulsive, losing gambler who grandfathered the new Serco Chief Executive Officer Rupert Soames and his BBC Mycroft ZigBee brother Nicholas Soames.
Serco Aerospace Operations Director to set up an estimated 10,000 ZigBee agents with Freescale tags for the triangulated hijackings fraudulently attributed to al-Qaeda on 9/11.
McConnell believes Privy Councillor Soames – former Defence Minister under Langham Hotel habitué John Major and skilled practitioner of MI-3 Mycroft Qui tam frauds (cf. Serco tags, FAA Contract Towers, Skynet Wi-Fi Clock, USPTO) – authorized Baginski’s ZigBees to triangulate MH370 to China where 20 Freescale passengers and ZigBee experts have been abducted while the Dishonourable Pilots, Mariners and Artillery chase the source of the phony Inmarsat ping and prepare to ditch plane plus corpses in support of a Wag the Dog story still being written.
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/
#1893: Marine Links MI-3 Mycroft ZigBee Onion Router to Serco Packet-Switched Plane
The Voice of Russia - Interview with Captain Field McConnell - MH370 - Current Aircraft Technology - Boeing Uninterruptible Autopilot
US Joins Australia, New Zealand in Search for MH370
Missing Jet Search Focuses on Southern Arc
SatellitePro interviews Gordon McMillan of Inmarsat
Serco Group - Your New World Order
Real Time Location System based on Zigbee
“Here’s what’s odd about that map of MH370′s final satellite ping
BY BRIAN FUNG
March 19 at 1:20 pm
By now, if you've been following the Malaysia Airlines story, you've probably seen this map.
From what reporters have been told, based on the last "handshake" between the Inmarsat satellite and the vanished plane, MH370 could have been anywhere along those red lines. How do they know? By measuring how long it took for the handshake signal to return, as well as the angle at which it hit the satellite, investigators believe that's where the plane could have been at the point of the final ping.
But we also know that there were multiple handshakes made between the satellite and the plane. Officials have concluded from that that the plane had flown for hours after disappearing from radar. So here's the question: What else can we determine from those extra handshakes? If one data point can indicate MH370's distance and angle relative to the satellite, couldn't a string of them — which we apparently have — help plot the aircraft's trajectory? Why aren't we looking more closely at the other data? Why is the last one so important?
We can plausibly guess that this idea has already occurred to someone. Inmarsat says it's shared its information with Malaysian Airlines. But it's not clear why officials haven't said more about this line of reasoning.
According to an industry expert who declined to be identified because he wasn't authorized to speak publicly, the final handshake provides investigators the most up-to-date information they'd need to calculate how much fuel the aircraft had left, how to expand the search area, and so on. That's true, so far as it goes. But the search parameters could be even narrower if we at least knew which direction the plane was headed.
The map above suggests officials have no idea whether the plane turned north or south. The confusion is reinforced somewhat by all the speculation about how MH370 could have avoided radar installations in Afghanistan, China, India and Pakistan.
But the other handshake signals could conceivably offer an important clue. If the other hourly pings produced a pattern that showed the plane's angle changing in relation to the satellite but its distance from it never changed, we might conclude that the aircraft was traveling along the red line rather than perpendicular to it. If, on the other hand, the pings produced a pattern with all the same angle in relation to the satellite but otherwise showed diminishing distances from it, we might conclude that the plane was closing in on the satellite's position.
Unfortunately, it's not clear what the pattern looked like, because officials have only publicly commented on the last ping. And there's still one crucial flaw in looking at the plane's trajectory before it made the final handshake: We still don't know what happened afterward. It could've turned north, or it could've turned south. Or it could've continued on.
Update: Australian officials are now searching a patch of ocean southwest of Perth based on calculations by the U.S. National Transportation Safety Board. The calculations, according to the Sydney Morning Herald, relied on satellite pings provided to Australia by U.S. officials. If true, it suggests that investigators did in fact find the other handshakes useful.
Brian Fung covers technology for The Washington Post, focusing on electronic privacy, national security, digital politics and the Internet that binds it all together. He was previously the technology correspondent for National Journal and an associate editor at the Atlantic. His writing has also appeared in Foreign Policy, Talking Points Memo, the American Prospect and Nonprofit Quarterly.”
“Search for Missing Malaysia Airlines Flight 370 Drastically Narrows
March 19, 2014
BY DAVID KERLEY, MATT HOSFORD & JAMES HILL
DAVID KERLEY More From David »
MATT HOSFORD More From Matt »
JAMES HILL More From James »
ABC News Producer
The planned search area for missing Malaysian Flight 370 on Wednesday was 300 km closer to Australia than a day earlier.
NEXT VIDEORetracing The Path Of Malaysian Airlines Flight MH370
American and British aviation officials have refined satellite signals from the missing Malaysia Flight370 and created two possible flight paths that dramatically narrow the scope of the search to an area off the coast of Australia.
The two possible paths have the plane heading toward the South Pole and ending, experts believe, off of Australia.
U.S. officials familiar with the investigation tell ABC News that the hourly satellite pings from the jet had yielded far more clues than expected, enabling the focus of the search to be cut in half - from an area roughly the size of Texas to that of Arizona.
Calculations by UK and US experts had now been handed over to the Australians to help with the search.
Flight MH370 departed Kuala Lumpur at 12:55 a.m. Friday, and was scheduled to land in Beijing at 6:30 a.m., the airline said. It disappeared two hours into the flight and disappeared off the radar northwest of Kota Bharu, Malaysia, in the South China Sea.”
“Voice of Russia UK
18 March, 18:35
British investigation teams join probe into missing flight MH370
The UK Air Accident Investigation Branch (AAIB) has sent a senior team member to Kuala Lumpur to assist in the investigations into the disappearance of Malaysia Airlines flight MH370. The missing aircraft's engines were manufactured by Rolls Royce in the UK which is also supporting the inquiry. For the latest on the search VoR's Tim Ecott spoke to journalist Satish Cheney, in Kuala Lumpur.
The AAIB on Tuesday confirmed to VoR that it had dispatched a Senior Team Member to Kuala Lumpur to assist the authorities there, as the Rolls Royce engines powering the missing aircraft were manufactured in the UK.
The aircraft, Boeing 777-2H6ER, registration 9M-MRO, made its first flight in May 2002 and was powered by two Rolls-Royce Trent 892 engines manufactured in Derby. A spokesman for Rolls Royce told VoR: "We can confirm that we continue to support the ongoing investigations and are co-operating with Malaysia Airlines and the Malaysian authorities."
There are over 500 Trent 800 engines on 220 aircraft operating in service and the type installed on the missing aircraft has never been involved in any accident causing fatalities. According to Rolls Royce, a Trent 800 powered Boeing 777 takes off or lands every 96 seconds.
Inmarsat had earlier confirmed it has been appointed as a technical adviser to the UK Air Accident Investigation Branch on Malaysia Airlines flight MH370 "so that we may fully support the Malaysia investigation."
The company said: "Since being advised that Malaysia Airlines flight MH370 was missing we have responded quickly and afforded urgent priority to the provision of data and assistance to those participating in the search and rescue activities.
"Routine, automated signals [pings] were registered on the Inmarsat network from Malaysia Airlines flight MH370 during its flight from Kuala Lumpur. This information was provided to our partner SITA, which in turn has shared it with Malaysia Airlines."
Investigators are convinced that someone with deep knowledge of the Boeing 777-200ER and commercial navigation [Serco is the biggest air traffic controller in the world] diverted Malaysia Airlines Flight MH370, carrying 12 crew and 227 mainly Chinese passengers, perhaps thousands of miles off its scheduled course from Kuala Lumpur to Beijing.
Satsh Cheney told VoR: "It is a real international effort now. The total area of the sea is 2.24 million square nautical miles, which is pretty much the size of Australia. It's like looking for a needle in a giant haystack.
"The two suspected corridors - north and south - China and Kazakhstan are leading the way in the north and have granted special permission to be in charge of that area. In the southern corridor we have Australia and Indonesia."
He said the vast area being searched now includes land, as some reports suggest the aircraft could possibly have landed somewhere.
"This morning we heard reports that China will be undertaking vast efforts to search territorial areas as well. Initially, their main suspicion was disintegration in mid-air, but now that doesn't seem to be what they are officially following at the moment."
Read more: http://voiceofrussia.com/uk/news/2014_03_18/British-investigation-teams-assist-probe-into-missing-flight-MH370-1408/”
“COMMAND CENTER: Gordon McMillan
Director, EMEA Government, Inmarsat
Gordon has responsibility for the strategic positioning and development of Inmarsat’s future Ka-band business in the Government and Military sectors in the U.K., Europe, Middle East, Africa and Asia Pacific.
During a successful early career in the U.K. Royal Air Force as a Communications Electronics Engineering Officer, Gordon had responsibility for the management and development of military voice and data communications from HF through to SHF, including a two year tour as the Commanding Officer of the NATO SATCOM Ground Terminal and Network Control Centre in the U.K. Gordon then spent three years in the field of telecoms regulatory affairs, representing the interests of U.K. telecom companies in Europe with European Commission and CEPT working groups.
In 1995, Gordon moved to Serco, the global support services company, in which he held a number of senior Government-focused business development and operations appointments over an eight year period. These positions included two years as Operations Director for Serco Aerospace and four years in the Middle East as Director of Business Development. In 2004 Gordon transferred to a venture capital company that he set up and ran a technology start-up business, before moving to Inmarsat at the end of 2006. Here he was responsible for the business development of Inmarsat’s L-band services in the Government and Military sectors until mid 2011, when took up his current appointment with the GX program.
Mr. McMillan, could you tell our readers about your present role with Inmarsat?
I am responsible for the strategic positioning and development of Inmarsat’s future Ka-Band business in the Government and Military sectors in the U.K., Europe, Middle East, Africa and Asia-Pacific.
Given your military and civilian career backgrounds, how has the former assisted with the latter?
During my relatively short eight-year military service as a communications specialist, I was exposed to a huge variety of operational scenarios for Air Force, Navy and Army communications and information systems’ requirements, including international coalition operations with NATO, and defence intelligence.
This experience enabled me to fully appreciate the critical role that communications plays in the success of any military operation. This insight, when combined with a number of years’ experience of running civilian support operations for military customers in the U.K., Europe and Middle East, positioned me very well for my roles at Inmarsat.
Why did you decide to join Inmarsat?
Inmarsat fulfills a critical role in supporting government, military, peace-keeping, disaster-relief and aid operations on a global scale. The company has invested significantly over the last 15 to 20 years to ensure that it has the most up-to-date and sophisticated technology in space and on the ground to support its customers. This strategy continues with the development and launch of Global Xpress, positioning Inmarsat as a clear leader in the field of mobile satellite communication services. With a strong financial position, a world-class team, and a forward-looking can-do culture, Inmarsat represented a great opportunity.
Given that the Asia-Pacific (APAC) region represents huge market potential for the Company, would you please explain to our readers what Inmarsat’s presence is within this area? How does Global Xpress fit into your company’s overall planning for this segment?
The APAC region is hugely important for Inmarsat and the company has had a presence in the region for many years. We work through local distributors and directly with some of our key customers across governments in Asia to provide essential communications services for both military and civil government use. Inmarsat’s local partners provide a range of specialists’ knowledge and solutions in-region; working together we can develop services and applications to satisfy the specific regional demands.
Militaries in the region are looking to upgrade their systems, develop their roles in region and internationally, and therefore require interoperability as they move to take on these more demanding roles.
Inmarsat has established a large office based in Singapore to service the Asia Pacific region and its key role is to help develop the business and support our local partners: and, in turn, enable them to provide support to those customers we serve already, introduce new services and applications and help to migrate clients to newer service offerings as older services decline and close down.
In terms of positioning, Global Xpress will be a significant differentiator for the company in the APAC region from 2014 onwards, bringing additional coverage, significantly greater bandwidth and flexibility, and also enhanced resilience with the integrated combination of Ka-band and L-band services. All of these features will add value to our offering to commercial maritime, land enterprise and energy, and government/military customers in the APAC region, all of whom are familiar with Inmarsat’s current reliable, high-quality and flexible mobile satellite services.
What market segments do you believe are the most promising for your Company?
In GX we see tremendous potential in the maritime and, in particular, the military market segments, among others. The global military communications market is estimated to be worth $9 billion by 2018. Increasing adoption of commercial satellite communication systems by government and military users, coupled with exponential demand for greater bandwidth, presents excellent opportunities for commercial satellite providers.
The impact of this is that in the future, fewer dedicated military satellite communications systems will be launched, and military forces will need to augment military systems with greater use of commercial satellite communications networks. As military budgets come under increasing pressure, the commercial satellite industry fulfills an increasingly greater proportion of the communications needs of government and military customers.
What do you see as among the most formidable business challenges for Inmarsat to surmount?
A key strategy of Inmarsat when dealing with the challenges of expanding into new territories is to work closely with local partners who understand the culture, approach and expectations of local customers, along with the regulatory framework of the country. Inmarsat is excited at the prospect of growing its business in all market regions, as the many opportunities make it well worth overcoming the challenges.
Where do you see the opportunities for growth?
We believe that machine-to-machine (M2M) communications is poised for a huge growth in demand. Experts predict that the number of M2M connections is projected to grow by over a billion in less than a decade. China is expected to account for 40 percent of M2M connections in the utilities sector, and overall, the M2M sector presents significant opportunities in this region for us.
Given ongoing as well as new concentrations into the APAC region, how do you believe the APAC satellite market will impact global, as well as your own company’s, business opportunities?
It has been said by many commentators that this is the Asian century. Satellite communications is a global business, and the growth in economic strength of many countries within the APAC region presents a great opportunity for Inmarsat to work closely with local partners to grow their businesses alongside ours, supporting the mission-critical requirements of our customers.
For further information regarding Inmarsat’s Global Xpress offering, access the Company’s dedicated website”
“Serco Inc. is the outfit chosen by the City of Chicago's Department of Revenue to wander the streets dishing out tickets for parking/permit infractions. Over the past few years I feel that I have personally done my part to significantly raise the value of Serco's stock. The trouble with these [ZigBee Licensed to Kill] ticket-wielding vigilantes is that they are unreasonable. If you are ever parked on a metered street in lakeview, be sure to keep your eye on the clock. These cats stroll the avenues and are attracted to the blinking red lights of expired parking meters, like flies to, well, you know! I am not a fan of this Serco, Inc. I shouldn't hate the people who are giving me the tickets, but I do. I feel like these people would be doing our fine city a better duty by cleaning it, promoting non-violence, I dunno just about anything other than making my life more difficult.”
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