Thursday, April 10, 2014

#1917: Marine Links MI-3 Mycroft Blackmailed RAN to Serco Huston Red Switch Ping

Plum City – ( United States Marine Field McConnell has linked Royal Australian Navy (RAN) officers – allegedly blackmailed by Nicholas “Mycroft” Soames through hotels in the MI-3 Innholders Livery Company – to an attempt to expose the roles of Serco director Maureen Baginski and former Chief of Air Force Angus Huston in the generation of red-switch pings during a phoney search for the Boeing 777-200 of MH Flight 370 which has an identical twin B777, registered in the US as N105GT, sitting in Tel Aviv.

McConnell claims that former U.K. Defence minister Nicholas Soames paid Serco director Maureen Baginski and Huston to develop a blackmailers’ tagging system so traveling guests of the Innholders can be extorted into silence when hotel red-switch networks generate FLASH OVERRIDE signals and decoy pingers begin to ping.

#1916: Marine Links Soames Cock in MI-3 Till to Serco Red-Switch Autopilot, MH 370 Qui Tam Fraud 

McConnell believes that loyal but blackmailed Royal Australian Navy (RAN) officers have exposed the Soames Serco Houston (SSH!) conspiracy by transmitting a ping at 33.5 Khz knowing that the real black boxes of MH 370 would transmit at 37.5 Khz! On 30 March, 2014 we published our information regarding bogus pingers being deployed from a C130 Hercules.
Operation SCARLET SMOKE 14 

The List of Innholder Thurso – The Wrist That Didn’t Bleed - Chapter 21 

No caption intentional (dated 30 March, 2014)

Missing Malaysia MH370 Plane Search Regains Recorder Signal - 9 April 2014

Is The Five Eyes Alliance watching you? – Truthloader

The Language of Journalism: Profanity, obscenity & the media Melvin J. Lasky - 2005 - ‎Language Arts & Disciplines Profanity, obscenity & the media Melvin J. Lasky. The Saturday edition ... He was Nicholas Soames, himself a minister in John Major's Conservative government ( 1992-1997). And it could hardly ... You must get your cock in the till."

MH370 searchers detect 5th signal in six days as they hone in on dive site for unmanned submarine 

Nick Perry And Kristen Gelineau, Associated Press | April 10, 2014 8:33 AM ET More from Associated Press 

PERTH — An Australian aircraft hunting for the missing Malaysia Airlines jet picked up a new underwater signal Thursday while searching the same part of the Indian Ocean where earlier sounds were detected that were consistent with an aircraft’s black boxes.

The Australian air force P-3 Orion, which has been dropping sound-locating buoys into the water near where the original sounds were heard, picked up a “possible signal” that may be from a man-made source, said Angus Houston, who is co-ordinating the search off Australia’s west coast.

“The acoustic data will require further analysis overnight,” Houston said in a statement.

If confirmed, it would be the fifth underwater signal detected in the hunt for Flight 370, which vanished on March 8 while flying from Kuala Lumpur, Malaysia, to Beijing with 239 people aboard.

On Tuesday, the Australian vessel Ocean Shield picked up two underwater sounds, and an analysis of two other sounds detected in the same general area on Saturday showed they were consistent with a plane’s flight recorders, or “black boxes.” 

I am now optimistic we will find the aircraft’: Flight MH370’s final resting place only days away, searchers say

Chinese ship detects ‘pulse signal’ near MH370 search zone

The Australian air force has been dropping buoys from the P-3 Orion to better pinpoint the location of the sounds detected by the Ocean Shield.

Royal Australian Navy Commodore Peter Leavy said each buoy is dangling a hydrophone listening device about 300 metres below the surface. Each buoy transmits its data via radio back to the plane.

The underwater search zone is currently a 1,300-square-kilometre patch of the ocean floor, and narrowing the area as much as possible is crucial before an unmanned submarine can be sent to create a sonar map of a potential debris field on the seabed.

The Bluefin 21 sub takes six times longer to cover the same area as the pinger locator being towed by the Ocean Shield, and it would take the vehicle about six weeks to two months to canvass the underwater search zone, which is about the size of Los Angeles. That’s why the acoustic equipment is still being used to hone in on a more precise location, U.S. Navy Capt. Mark Matthews said.

The search for floating debris on the ocean surface was narrowed Thursday to its smallest size yet — 57,900 square kilometres, or about one-quarter the size it was a few days ago. Fourteen planes and 13 ships were looking for floating debris, about 2,300 kilometres northwest of Perth.  

A “large number of objects” were spotted on Wednesday, but the few that had been retrieved by search vessels were not believed to be related to the missing plane, the search co-ordination centre said.

Crews hunting for debris on the surface have already looked in the area they were crisscrossing on Thursday, but were moving in tighter patterns, now that the search zone has been narrowed to about a quarter the size it was a few days ago, Houston said.

Houston has expressed optimism about the sounds detected earlier in the week, saying on Wednesday that he was hopeful crews would find the aircraft — or what’s left of it — in the “not-too-distant future.”

The locator beacons on the black boxes holding the flight data and cockpit voice recorders have a battery life of about a month, and Tuesday marked one month since Flight 370 disappeared. The plane veered off-course for an unknown reason, so the data on the black boxes are essential to finding the plane and solving the mystery. Investigators suspect it went down in the southern Indian Ocean based on a flight path calculated from its contacts with a communications satellite and analysis of its speed and when it would have run out of fuel.

An Australian government briefing document circulated among international agencies involved in the search on Thursday said it was likely that the acoustic pingers would continue to transmit at decreasing strength for up to 10 more days, depending on conditions.

Once there is no hope left of the Ocean Shield’s equipment picking up any more sounds, the Bluefin sub will be deployed. 

Complicating matters, however, is the depth of the seafloor in the search area. The pings detected earlier are emanating from 4,500 metres below the surface — which is the deepest the Bluefin can dive.

“It’ll be pretty close to its operating limit. It’s got a safety margin of error and if they think it’s warranted, then they push it a little bit,” said Stefan Williams, a professor of marine robotics at Sydney University.

The search co-ordination centre said it was considering available options in case a deeper diving sub is needed.

But Williams suspects if that happens, the search will be delayed while an underwater vehicle rated to 6,000 metres is dismantled and air freighted from Europe, the U.S. or Japan. 

Williams said colleagues at the Woods Hole Oceanographic Institution in Massachusetts had autonomous and remotely operated underwater vehicles that will dive to 11 kilometres, although they might not be equipped for such a search. 

Underwater vessels rated to 6,500 metres could search the seabed of more than 90 per cent of the world’s oceans, Williams said.

“There’s not that much of it deeper than 6 1/2 kilometres,” he said. Williams said it was unlikely that the wreck had fallen into the narrow Diamantina trench, which is about 5,800 metres deep, since sounds emanating from that depth would probably not have been detected by the pinger locator.”

Air Chief Marshal Allan Grant "Angus" Houston, AC, AFC (born 9 June 1947) is a retired senior officer of the Royal Australian Air Force. He served as Chief of Air Force (CAF) from 20 June 2001 and then as the Chief of the Defence Force (CDF) from 4

July 2005. He retired from the military on 3 July 2011. Since then Houston on has been appointed to a number of positions, including chairman of Air services Australia. In March 2014 he was appointed to head the Joint Agency Coordination Centre (JACC) during the search for Malaysia Airlines Flight 370.

Houston attended the Royal College of Defence Studies in London in 1996. He was Chief of Staff, Headquarters Australian Theatre (HQAST) in 1997–1999, Commander Integrated Air Defence System from 1999–2000 and Head Strategic Command from 17 August 2000.

Senior command[edit]

Houston was appointed as Chief of Air Force (CAF) on 20 June 2001 and, in the 2003 Australia Day Honours, advanced to Officer of the military division of the Order of Australia (AO).[5] As acting Chief of the Defence Force in 2001, Houston played a central role in the Children Overboard Affair. At a Senate inquiry in February 2002, Houston challenged the then government's claim made during the 2001 election campaign, that seafaring asylum seekers had thrown children overboard in a presumed ploy to secure rescue and passage to Australia.[6][7]

On 4 July 2005, he was promoted to Air Chief Marshal and appointed Chief of the Defence Force (CDF). In the Australia Day Honours of 26 January 2008, he was advanced to a Companion of the Order of Australia.[8] In March 2008, Houston's appointment was extended to 3 July 2011.[9]

Later life[edit] … In June 2012, Australian Prime Minister Julia Gillard announced that Houston would chair an expert group that would examine asylum seeker policy and [Serco’s tagging of aliens now under investigation by the Serious Fraud Office] prepare a report recommending a solution for the Government's consideration.[12

On 30 March 2014, Australian Prime Minister Tony Abbott announced that Houston will head the Joint Agency Coordination Centre (JACC), based in Perth, formed to oversee the efforts to find Malaysia Airlines Flight 370. At that time, the plane had been missing for just over 3 weeks since its disappearance on about Saturday, 8 March 2014.[13][14]” 

Large commercial aircraft and some smaller commercial, corporate, and private aircraft are required by the FAA to be equipped with two "black boxes" that record information about a flight. Both recorders are installed to help reconstruct the events leading to an aircraft accident. One of these, the Cockpit Voice Recorder (CVR), records radio transmissions and sounds in the cockpit, such as the pilot's voices and engine noises.

The other, the Flight Data Recorder (FDR), monitors parameters such as altitude, airspeed and heading. The older analog units use one-quarter inch magnetic tape as a storage medium and the newer ones use digital technology and memory chips. Both recorders are installed in the most crash survivable part of the aircraft, usually the tail section. Each recorder is equipped with an Underwater Locator Beacon (ULB) to assist in locating in the event of an overwater accident. The device called a "pinger", is activated when the recorder is immersed in water. It transmits an acoustical signal on 37.5 KHz that can be detected with a special receiver. The beacon can transmit from depths down to 14,000 feet. 

Following an accident, both recorders are immediately removed from the accident site and transported to NTSB headquarters in Washington D.C. for processing. Using sophisticated computer and audio equipment, the information stored on the recorders is extracted and translated into an understandable format. The Investigator-in-Charge uses this information as one of many tools to help the Safety Board determine the Probable Cause of the accident. The CVR records the flight crew's voices, as well as other sounds inside the cockpit. The recorder's "cockpit area microphone" is usually located on the overhead instrument panel between the two pilots.”

You have better technology than Boeing, apparently

There is so much about the missing airliner that I don’t get. I’m obviously not alone in this, only conspiracy theorists know for sure. However, I do record sound every day and it is a subject upon which I have some experience.

I can assert, for example, that you have better tech than Boeing. Take, for example, the cockpit flight recorder. This is a device for making an audio recording of the last four hours spoken communication on the flight deck. I wonder what the most common ‘last words’ have been? Experts are concerned because flight MH 370 made an unexpected, dramatic, change in directionfive hours before going missing. The recording, if it is ever found, might contain the pilots last words but will not contain the conversation that lead up to the plane following a new course out into the Indian Ocean.

It’s a shame that Boeing don’t have a sound recorder like the ones their passengers carry. If they did then the recording might contain vital clues as to why the plan was changed. Then there’s the Black Box itself. I know nothing about black boxes beyond the fact that they are fitted with batteries that last only four weeks. I own a Volvo estate car. If I wanted to book a month abroad, I wouldn’t think twice about leaving my car at the airport – and when I returned from holiday I would expect to turn the key and drive home. I’d expect the battery to still contain enough juice to crank the engine, even though it is a large engine that needs a hell of a crank (I have been towed at 40 mph before and it failed to jump start). 

The black box is doing little in the way of energy intensive tasks. It is, in effect, no more power hungry than a laptop PC. Volvo made a battery 13 years ago that could hold a charge for six or eight weeks, am I to understand that Boeing haven’t? Then there’s the locating beacon, it emits a ‘chirp’ every half hour or so. It’s a sound that it makes, not a radio signal, but a sound. This is because sound travels well under water but other signals don’t. The beacon emits noise at a frequency of 33.5khz – humans can’t hear it unaided, but with a simple listening device can hear a transposed version of it. The frequency used is one of three. Everything uses one of the three. Submarines, Remote operated vehicles (ROV’s) and ships and planes.

Within the last twenty four hours an operator aboard a Chinese ship has heard a chirp. Over two days he was able to detect the periodic chirp from within the search zone. Simultaneously another ship has detected another chirp, from another location. So here’s the rub. These beacons use the same frequency as dolphins and orcas, so the Chinese can’t be sure if it was a plane they heard, or a boat, or a dolphin. Now, I stated at the beginning of this article how little I know about aviation – I’m not pretending to be an expert on anything here, but has the aircraft recovery industry made any progress at all in the last thirty years?”

McConnell offers his services as an expert witness to explain the jargon associated with MI-3 Stealth, Flash Override and Boeing Uninterruptible Autopilot technologies as they connect with the wrongful deaths and red-switch qui tam frauds by Serco and its U.S. Small Business Administration partners which in re the disappearance of MH Flight 370.

Yours sincerely,

Field McConnell, United States Naval Academy, 1971; Forensic Economist; 30 year airline and 22 year military pilot; 23,000 hours of safety; Tel: 715 307 8222

David Hawkins Tel: 604 542-0891 Forensic Economist; former leader of oil-well blow-out teams; now sponsors Grand Juries in CSI Crime and Safety Investigation

Ian Bendel's Overview Current SERCO Site Lead Defense Red Switch Network Pentagon at Serco - North America Defense Red Switch Network Engineer II at Serco - North America
Defense Red Switch Systems Specialist at SAIC, Pentagon
Network Infrastructure Requirements Manager at United States Air Force
Network Infrastructure Technician at United States Air Force
see all
American University
Community College of the Air Force
Airman Leadership School, 2006 United States Air Force, Royal Air Force
Seeking new opportunities in IT management and audio-visual production

* Eleven years defense IT & network management experience
* Active Top Secret/SCI U.S. Government security clearance
* Knowledge of LAN/WAN network infrastructure
* Expert maintenance capability for network, cryptographic, and transmission systems
* Advanced knowledge of Government encryption devices, Cisco routers and switches, 
VoIP/SVoIP phones, Windows networks, modems, multiplexers, cabling, and Defense Red Switch Network
* DOD 8570 IAT level II certified, CompTIA Security+ CE

Specialties: cabling, Cisco routers, computer hardware, cryptography, LAN/WAN, materials management, Microsoft Windows, modems, networking, switches, telecommunications, telephone skills, transmission, troubleshooting, voice and data, VOIP/SVOIP
Ian Bendel's Experience
SERCO Site Lead Defense Red Switch Network Pentagon
Serco - North America
Public Company; 10,001+ employees; SRP; Outsourcing/Offshoring industry
January 2012 – Present (2 years 4 months) Arlington, VA
Promoted to Site Lead for the SERCO Subcontract to SAIC. Management of five subcontractors across three shifts in the Pentagon office of the Defense Red Switch Network. Defense Red Switch Network Engineer II
Serco - North America
Public Company; 10,001+ employees; SRP; Outsourcing/Offshoring industry
February 2010 – Present (4 years 3 months)

* Responsible for daily keying, updates, installation, and configuration of all Pentagon
DRSN equipment
* Within one month, reconfigured and modernized more than ten critical circuits vital to the secure communications of the US military
* Routinely interfaces and supports the communication needs of over 800 top government officials including the Secretary of Defense, Chairman of the Joint Chiefs of Staff, and the President of the United States
Defense Red Switch Systems Specialis
SAIC, Pentagon
Public Company; 10,001+ employees; SAIC; Information Technology and Services industry
January 2009 – September 2009 (9 months)
* Responsible for daily keying, updates, installation, and configuration of all Pentagon
DRSN equipment
* Within one month, reconfigured and modernized more than ten critical circuits vital to the secure communications of the US military
* Routinely interfaces and supports the communication needs of over 800 top government officials including the Secretary of Defense, Chairman of the Joint Chiefs of Staff, and the President of the United States
Network Infrastructure Requirements Manager
United States Air Force
Government Agency; 10,001+ employees; Defense & Space industry
June 2006 – January 2009 (2 years 8 months)
* Responsible for surveying technical needs and associated costs for all new network infrastructure requirements
* Led Voice Over IP integration team, providing technical solutions, costs, and engineering skill for over 800 new phones
Network Infrastructure Technician
United States Air Force
Government Agency; 10,001+ employees; Defense & Space industry 
October 2005 – June 2006 (9 months)
* Responsible for the configuration and maintenance of Cisco routers, switches, VOIP phones and call managers.
* Maintained local network configuration management drawings, Primary COMSEC Responsible Officer.
* Supervisor of three airmen in requirements section.
Secure Communications Technician
United States Air Force 
Government Agency; 10,001+ employees; Defense & Space industry 
October 2002 – October 2005 (3 years 1 month)
* Keying and maintenance of more than 75 long-haul cryptographic circuits.
* Primary records custodian responsible for maintenance and disposition of thousands of government files.
* Direct support of TBMCS, JWICS, SIPRNET, and DRSN equipment.”

CCEB military precedence[edit]

The Combined Communications Electronics Board (CCEB), a five-nation joint military communications-electronics organization (consisting of Australia, Canada, New Zealand, the United Kingdom, and the United States), uses the following message precedence designators, in descending order of importance:

FLASH (Z)[edit]

This precedence is reserved for initial enemy contact messages or operational combat messages of extreme urgency. Brevity is mandatory. FLASH messages are to be handled as fast as humanly possible, ahead of all other messages, with in-station handling time not to exceed 10 minutes. Messages of lower precedence are interrupted on all circuits involved until the handling of FLASH messages is completed.

IMMEDIATE (O)[edit] 

This precedence is reserved for messages relating to situations gravely affecting the security of the nation. It requires immediate delivery. Examples include reports of widespread civil disturbance, reports or warning of grave natural disaster, and requests for or directions concerning search and rescue operations. IMMEDIATE messages are processed, transmitted, and delivered in the order received and ahead of all messages of lower precedence. They are to be handled as quickly as possible, with in-station handling time not to exceed 30 minutes. Messages of lower precedence should be interrupted on all circuits involved until the handling of the IMMEDIATE message is completed. The use of the letter "O" comes from the original name for this level, "operational immediate".

PRIORITY (P)[edit]

This precedence is reserved for traffic requiring expeditious action by the addressee or for conducting operations in progress when ROUTINE precedence will not suffice. PRIORITY precedence messages are processed, transmitted, and delivered in the order received and ahead of all messages of ROUTINE precedence. Examples include requests for supplies or equipment during the conduct of an operation, time-critical items requiring quick response, and situation reports. They are to be handled as quickly as possible, with in-station handling time not to exceed 3 hours.

ROUTINE (R)[edit]

This precedence is used for all types of message traffic justifying transmission by rapid means, but not of sufficient urgency to require higher precedence. ROUTINE precedence messages are delivered in the order received and after all messages of higher precedence. Examples include any message that requires the documentation of its transmission or delivery; messages concerning normal operations, programs, or projects; and periodic or consolidated reports. They should be handled as soon as traffic flow allows, but no later than the beginning of the next duty day. Flash Override (Y)[edit]

The National Command Authority (usually the President of the United States) has access to a FLASH OVERRIDE (FO) capability. FO is not a precedence, but instead represents the authority and means to override all other traffic, including FLASH precedence messages. In written message traffic, the proword 'Y' is used to indicate a message having the authority to override all other traffic and is usually assigned to Emergency Action Messages (EAM).”

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