Tuesday, May 27, 2014

#1975: Marine Links the British Inmarsat Overlay Tracks to Serco SkyWave Zaharie Hack

Plum City – (AbelDanger.net). United States Marine Field McConnell has linked the British Inmarsat company’s overlay tracks – in which hijackers switch between GPS and GLONASS timing to confuse pilot victims and their air traffic controllers – to Serco director Maureen Baginski’s apparently treasonous use of Ottawa’s SkyWave technologies to hack the Boeing Uninterruptible Autopilot on Captain Zaharie Shah’s MH Flight 370 on March 8, 2014.

McConnell alleges Serco’s Baginski and her treasonous colleagues deployed Inmarsat, Serco and SkyWave technology from Communications Research Centre Canada, to overlay the GPS and GLONASS tracks flown by AA77 pilot Captain Chic Burlingame in the 9/11 attack on the Pentagon and generate otherwise inexplicable date and time stamps.

Prequel 1:
#1973: Marine Links Serco Red Switch ATC to Inmarsat Uninterruptible Track, MH 370 Game of Drag and Drop

SkyWave and Inmarsat Launch IsatData Pro

Inside Inmarsat control room that tracked MH370 - BBC News

Malaysia Airlines MH370: Satellite tracking data made public
Some victims' families have called for independent analysis of satellite information The Associated Press Posted: May 27, 2014 1:01 AM ET Last Updated: May 27, 2014 4:45 AM ET The Malaysian government on Tuesday released 45 pages of raw satellite data it used to determine the flight path of the missing jetliner, information long sought by relatives of some of the 239 people on board.

But at least one independent expert said his initial impression was that the communication logs didn't include key assumptions, algorithms and metadata needed to validate the investigation team's conclusions that the plane flew south and crashed in a remote patch of the Indian Ocean.

"It's a whole lot of stuff that is not very important to know," said Michael Exner, a satellite engineer who has been intensively researching the calculations. "There are probably two or three pages of important stuff, the rest is just noise. It doesn't add any value to our understanding."

Almost three months since it went missing en route to Beijing from Kuala Lumpur, no trace of the jet has been found, an agonizing situation for family members stuck between grief and the faintest hope, no matter how unlikely, their loved ones might still be alive. The mystery disappearance also has nurtured speculation and wild conspiracy theories.

Several family members have been highly critical of the Malaysian government's response, accusing them of failing to release timely information or even concealing it. The government, which in the early days did release contradictory information about the plane's movements, insists it is being transparent in what has been an unprecedented situation.

An international investigation team led by Malaysia has concluded that the jet flew south after it was last spotted on Malaysian military radar about 90 minutes after takeoff and ended up in the southern Indian Ocean off western Australia. This conclusion is based on complex calculations derived in part from hourly transmissions between the plane and a communications satellite.

An unmanned U.S. Navy sub that has been scouring an approximately 400-square-kilometre patch of seabed since April was scheduled to finish its mission on Wednesday. The Bluefin 21 has been searching in an area where sounds consistent with aircraft black boxes were detected last month.

The next search phase will be conducted over a much bigger area — approximately 60,000 square kilometres — and will involve mapping of the seabed. The area's depths and topography are largely unknown.

Officials are looking to hire powerful sonar equipment that can search for wreckage in deeper water than the Bluefin.

Angus Houston, who is heading up the search, said in early May that it would take a couple months before any new equipment would be ready to be deployed. Release method criticized.

The technical data released Tuesday consisted of data communication logs from the satellite system operated by the U.K's Inmarsat company. The plane sent hourly transmissions to a satellite. The signals were never meant to track an aircraft's path, but investigators had nothing else to go on because the plane's other communication systems had been disabled.

Investigators determined the plane's direction by measuring the frequency of the signals sent to the satellite. By considering aircraft performance, the satellite's fixed location and other known factors, they determined the plane's final location was to the south of the satellite.

Sarah Bajac, whose husband was on the flight, doesn't believe that the plane few south and had been highly critical of the Malaysian government. She has been at the forefront of a campaign to press the Malaysian government for more transparency. She said that "a half dozen very qualified people were looking" at the information and she hoped to have their take soon.

But along with Exner, she was also critical of the way it was released. The government put it in a PDF file not in its original data form, making working with it far more time-consuming.

"A little tweak to make people work harder needlessly," she wrote in an email. Congregating in internet chat rooms and blogs, many scientists, physicists and astronomers have been trying to replicate the math used, either as an intellectual exercise or out of a belief they are helping the relatives or contributing to transparency around the investigation into the missing plane. 

Duncan Steel, a British scientist and astronomer, said some of the data "may" explain the belief that the aircraft went south rather than north, but that further confirmation would take a day or so. But he too was disappointed by the release. "One can see no conceivable reason that the information could not have been released nine or 10 weeks ago. Even now, there are many, many lines of irrelevant information in those 47 pages," he said in an email.

Soon after takeoff, the plane disappeared from commercial radar over waters between Malaysia and Vietnam. The search was initially focused there but gradually shifted to the west of peninsular Malaysia. Authorities say they believe the plane was deliberately diverted from its flight path, but without finding the plane or its flight data recorders, have been unable to say with any certainty what happened on board.” 

SkyWave Mobile Communications (“SkyWave”) is a global provider of satellite and satellite-cellular devices in the Machine-to-Machine (M2M) market. SkyWave's products allow customers to track, monitor and control industrial vehicles, vessels and industrial equipment. Applications include tracking the location of vehicle fleets, monitoring data from oil & gas flow meters and turning on and off pumps. More examples of applications can be found in the Market section. 

SkyWave’s satellite products communicate via Inmarsat's global satellite service. [1] .[2] The main industries their products are used in are the transportation, maritime, mining, oil & gas, heavy equipment, emergency management, water monitoring, and utilities sectors.


SkyWave Mobile Communications was founded in Ottawa, Canada in 1997. In its initial stages, SkyWave relied on the research and technical expertise provided by the Communications Research Centre Canada (CRC) and local government funding services to develop the first product.[3]

Some examples of SkyWave products in use include government vehicles in USA,[4] tuna buoys in the Pacific, truck tracking in the jungles of Brazil, the oil & gas industry in North America, and drinking water control in the UK.[5] In addition, SkyWave’s satellite terminals have been used to track races such as Rhino Charge 2011,[6] the Dubai-Muscat Offshore Sailing Race in 2008[7] and the China Sea Race from Hong Kong to Subic Bay in 2006.[8]

On April 1, 2009, Inmarsat acquired a 19% stake in SkyWave Mobile Communications to expand presence in the SLDR (Satellite Low Data Rate) market. SkyWave used the funds to acquire GlobalWave and double its size.[9][10] The SLDR market is estimated at $600m and is expected to grow.[11] 

In December 2009, SkyWave launched a GLONASS-compatible product for the Russian market. The DMR-800L with GLONASS/GPS can use either or both of the navigation systems to determine location.[12]

In August 2011, SkyWave launched IsatData Pro, a new low data rate service for managing and communicating with remote assets around the world.[13] IsatData Pro offers a significant increase in payload capacity compared to other satellite-based M2M services in the market, delivering up to 10,000 bytes to the device and up to 6,400 bytes from the device. Other global M2M satellite services currently available offer data connectivity at between 270 and 340 bytes. By delivering up to 37 times more data, IsatData Pro can meet the increasing demand for richer information in M2M applications, and allows businesses to share more data across diverse operations, via emails, electronic forms and workflow information. Applications include vehicle telemetry information, text-messaging remote workers, maintaining up-to-date driver logs, and the remote management and control of fixed assets.

In 2012, SkyWave introduced IP SCADA service to work with its IDP series terminals for remote sites. IP SCADA allows IP-based point-to-point satellite communication connections between small remote sites and SCADA systems where other communications are unavailable, unreliable, or cost prohibitive.[14]

Today, SkyWave is located in Ottawa’s technology district, west of the town of Kanata, Ontario and employs over 180 people. SkyWave has designed, manufactured and shipped more than 600,000 satellite terminals to customers in the transportation, maritime, oil and gas, heavy equipment, utilities and government sectors worldwide.[1][9]


SkyWave sells terminals to Solution Providers who put satellite communications products and services into industry-specific applications for their customers. The following are some of the main uses for this technology:

Transportation Applications:[1]
Vehicle tracking and monitoring, fleet management
Security and anti-theft monitoring
Heavy equipment security and management[15]
Trailer and container tracking, rail car tracking
Cold Chain Management
Mining Applications:
Heavy equipment and machine tracking[16]
Remote installation sensor monitoring[17]
Water management
Maritime applications:[1]
Long Range Identification and Tracking (LRIT)[18][19]
Ship Security Alerting System (SSAS)
Vessel monitoring system (VMS)[20]
Vessel equipment, environment, security monitoring
Commercial fishing boat and leisure marine tracking[21]
Merchant marine monitoring
Buoy sensor monitoring and tracking
Oil & Gas Applications:[22]
Oil & gas pipeline and critical parameters monitoring and control [23] [24] Cathodic protection
SCADA equipment monitoring and management
Fluids monitoring
Electric power valves monitoring and control Environmental monitoring
Defence and Security Applications:[22]
Personnel tracking
Perimeter control
Homeland and border security
Blue Force Tracking, protection, monitoring, and security
Utilities Applications:
Water quality and quantity monitoring
Water regulation and control 
Real-time analysis and monitoring
Emergency response alerts 
Emergency Management
Fleet tracking Siren warning system[26]

The following are the satellite terminals manufactured by SkyWave Mobile Communications:[22] 

IsatData Pro

IDP 800 Series- The IDP 800 is a low profile terminal ideal for tracking trailers, containers, vehicles and vessels. It can be powered by non-rechargeable batteries, rechargeable batteries, or vehicle power. 

IDP 700 Series- The IDP-780 terminal is equipped with both IsatData Pro satellite and cellular modems so it can use the lowest cost communication network depending on availability and quality of service.[27]

IDP600 Series- The IDP 600 Series terminals use the two-way Inmarsat IsatData Pro satellite service for remotely managing fixed and mobile assets anywhere in the world. Models include one for low-elevation and maritime applications as well as applications that require Class 1 Division 2 certification.

IDP100 Series- The IDP 100 Series modems are designed to be integrated into larger systems and use the two-way Inmarsat IsatData Pro satellite service.


SureLinx 8100/8100c- A dual-mode satellite/GPRS transceiver that switches between cellular (GPRS) frequencies and IsatM2M satellite service when cellular service is not available. The SureLinx 8100c has an on-board computer designed specifically for vehicle telemetry applications. 

DMR-800D - A satellite-only transceiver with two-way communication capabilities and low-power mode that allows use in remote unmanned locations.

DMR-800L - This transceiver is designed with a low look angle to be used in harsh conditions and marine environments.

DMR-800 OEM- A DMR-800 transceiver that comes unpackaged, allowing for customization and addition of sensors according to application needs.

DMR-800D C1D2 - A Class 1 Division 2 certified satellite transceiver that allows monitoring of assets, processes and environments in hazardous locations. The product includes a RS-485 serial interface for connection to SCADA devices, Modbus protocol interfaces for implementing reporting and telemetry capabilities of remote equipment and discrete input/output feeds for monitoring and control of local devices not using Modbus.

DMR-800LRIT [18]- The DMR-800LRIT is designed specifically for the strict LRIT standards set by the International Maritime Organization (IMO).”

McConnell spoke at the Van Zandt County Veterans Memorial in Texas on Monday May 26 where organizers had invited him back after his speech last year (see link); in his speech he referred to 4 star admirals and generals not acting respectfully regards Army Ranger Pat Tillman and Navy SEAL Team Six member Aaron Vaughan; he talked about Malaysia and Russia responding to BUAP fairly quickly but USA, not at all in 7.5 years and he concluded that the American people were we watching ongoing treason.

McConnell will now start work on a video where he will show Abel Danger’s theory of what profile was flown by Captain Zaharie and his MH Flight 370 crew as they were unwittingly dragged from their en route airway and apparently placed on a SkyWave overlay track for a CAT III C landing on Diego Garcia on March 8, 2014.

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 blowA-out teams; now sponsors Grand Juries in CSI Crime and Safety Investigation

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