Thursday, November 6, 2014

#2166: Marine Links Serco's Telemetry and Backhaul Station to Sidley's Feathered-Virgin Airbus Snuff Film

Plum City - ( United States Marine Field McConnell has linked Serco's Telemetry and Command Station Oakhanger – apparently used to backhaul images of special [007 License to Kill?] operations for Her Majesty's Government – to a Feathered Virgin snuff film allegedly procured by the Sidley Austin law firm for the archives of its Airbus client to record the murder of the co-pilot of the Virgin Galactic SpaceShipTwo after the premature deployment of "feathers".

"Serco supported the AFSCN communications support squadron in partnering with military and government contractors to supervise an Air Force Satellite Control Network test effort at Oakhanger, United Kingdom. Their innovative test procedures and creative solutions provided a viable implementation plan designed to improve communications capability .. The team's outstanding support and will bring new capabilities and enhanced services to our critical warfighting mission." -- Maj Gen Dale W. Meyerrose, Air Force Space Command Director of Communications and Information

McConnell believes that Serco's Gary Butcher and Bob Coulling began developing the former RAF Oakhanger facility for what Dr. Thomas Barnett described – in re 9/11 – as the "first live broadcast snuff film in human history" during the 1994-1997 period when Nicholas Soames was UK Minister of Defense and that Serco, currently the MoD's major outsourcer, then passed the backhaul facility over to Sidley Austin's Airbus client in 2003 in an apparently-treasonous Private Finance Initiative.

McConnell also claims that Serco operatives and the associates of former Sidley alumni, Barack Obama, Michelle LaVaughn Robinson and terror boss Bernardine Dohrn used the Airbus Oakhanger Station and the Air Force Satellite Control Network to impute premature "feathering" commands into SpaceShipTwo with intent to kill the pilot and co-pilot and backhaul snuff-film images to Virgin CEO Sir Richard Branson and his Galactic colleagues to secure their terrified silence.

McConnell invites Virgin CEO Sir Richard Branson to investigation Gary Butcher, the Serco Telemetry and Command Station Manager at Oakhanger, and the 32-year veteran Serco manager Bob Coulling and the tradecraft skills they would need to produce a Feathered Virgin snuff film for Sidley and Airbus, especially in electronic warfare, tagging, asset recovery and paedophile [snuff film] image analysis for MOD, GCHQ, CESG, Police, Home Office, Serious Organised Crime Agency, Ministry of Justice and Customs and Revenue and Immigration Service.

Prequel 1: #2165: Marine Links The Feathered Virgin Murder to Serco's Oakhanger Bypass of HMG's Chain of Command

Operation Skynet 5 [Serco-Airbus]


Capture footage of the Rocket Virgin Galactic engines [6 September, 2013]

SS2 First Feather Flight

Virgin Galactic Spaceship 2 Explodes In Flight and Crashes Virgin Calls it an "Anomaly" happened

Serco... Would you like to know more?

"BBC Virgin Galactic descent system activated early, investigators say

Investigators probing the crash of Virgin Galactic's SpaceShipTwo craft have released the first hard facts about what happened during its ill-fated flight.

Onboard video and other data now indicate that a critical mechanism that ordinarily would only be used during the descent from sub-orbital space was activated at the beginning of the vehicle's journey skywards, on ascent.

The US National Transportation Safety Board (NTSB) says SpaceShipTwo broke apart just two seconds after this "feathering" system was deployed.

Why the mechanism came out when it did, the inquiry team is not yet in a position to say.

But its untimely activation is now the focus of the investigation.

"This is not a statement of cause but rather a statement of fact. There is much more that we don't know, and our investigation is far from over," NTSB acting chairman Christopher Hart told a news conference in Mojave on Sunday.

Feathering is supposed to be one of the vehicle's key safety features.

The standard procedure is for the system to be deployed when the ship has reached its highest altitude, after it has broken through the atmosphere.

The twin tailbooms on the craft are rotated 65 degrees, from the horizontal to the vertical. The effect is to make the returning vehicle behave much like a shuttlecock.

As the air gets thicker on the descent and rushes over the booms, the drag on the plane means it naturally adopts a belly-down position ready for the glide back home - just as the feathers always ensure forward-facing flight for the conical projectile used in a game of badminton.

Feathering gets around the need for a complicated system of small thrusters that would otherwise be required to put the rocket ship into the correct re-entry attitude. Importantly, that belly-down configuration also slows the vehicle's fall.

The system worked to great effect on the prototype vehicle, SpaceShipOne, when it made its flights to suborbital space 10 years ago.

It goes without saying that feathering a vehicle while under rocket power and moving in excess of the speed of sound is a recipe for disaster. The aerodynamic profile is utterly changed along with the forces acting on the structure of the craft.

Video evidence

The pilots control the descent system by means of two levers - one to unlock the system; the second to deploy it.

Investigators could see from recovered cockpit video that co-pilot Michael Alsbury, who died in the accident, uses a handle to change the feathering system from the "lock to unlock" position as the vehicle passes Mach 1.0.

Mr Hart said that this action was taken earlier than would normally be expected (it should be executed at 1.4 times the speed of sound), but there is no evidence to suggest the pilots then moved the lever that actually engages the feathering system.

"The lock-unlock lever was moved from lock to unlock, but the feathering lever was not moved. This was what we would call an uncommanded feather, which means the feather occurred without the lever being moved into the feather position," the investigator told reporters.

Engine recovery

The other key piece of information released by the NTSB concerned SpaceShipTwo's propulsion system.

Much of the discussion over the weekend has focussed on the rocket engine, on its new polyamide solid fuel and the suitability of its oxidiser, nitrous oxide.

Commentators have speculated whether some problem in the motor, perhaps an explosion, could have caused the accident.

But the NTSB's investigations directly contradict this idea.

"The fuel tanks were found intact with no indication of breach or burn-through, and so was the engine as well," Mr Hart said.

This was enough to prompt Virgin Galactic boss Sir Richard Branson to round on his critics.

He described the speculation concerning the motor's role in the accident as "garbage".

"I think that what you need to do is wait for the NTSB's final statement," he told the BBC.

"There will be a final statement and then we'll know exactly what happened; and the rumours and the innuendoes and the self-proclaimed experts I think will be put back in their box.""

"Blood On the Hands of Obama's Terror Associate
Wes Vernon and Cliff Kincaid — July 23, 2008

Barack Obama was asked, during one of the Democratic presidential debates, about his relationship with communist terrorist Bill Ayers. But the more controversial relationship was with his wife, communist terrorist Bernardine Dohrn. Both were present and hosted Obama when he launched a run for the Illinois State Senate. In effect, Ayers and Dohrn sponsored Obama's political career. But it has now come to light that Dohrn repeatedly refused to deny credible reports that she planted a bomb at a police station that killed a law enforcement officer.

Shouldn't Obama be asked about the reported involvement of his political associate in cold-blooded murder?

This revelation is important because the Weather Underground terrorists have long peddled the line that their bombings didn't kill anybody, except themselves. The book flap for Ayers' book, Fugitive Days, insists that the organization carried out "strategic, bloodless bombings, including one inside the Pentagon." This is a Big Lie.

The Legal Link

The ties between Dohrn and Barack and Michelle Obama may run deep. From 1984-1988, Dohrn worked at Sidley & Austin, a law firm, which is also where Obama and his wife Michelle worked and met. "For three years after law school, Michelle worked as an associate in the area of marketing and intellectual property at Chicago law firm Sidley and Austin, where she met Barack Obama," the official Obama campaign website reports. But it says nothing about meeting or knowing Dohrn.

Ayers had told the New York Times—ironically in its edition of Sept. 11, 2001—"I feel we didn't do enough" in those days. It looks like Dohrn shares that view. Indeed, a witness who questioned Dohrn tells AIM the onetime fugitive from justice refused to deny she planted a bomb on the window ledge of a police station in San Francisco that killed a policeman.

But she has never been held accountable for this murder.

Newspaper accounts at the time put the number of people wounded at nine. Riddled with shrapnel, Sgt. Brian V. McDonnell died two days later at San Francisco General Hospital.

A memorial was held for him in February of 2007.

"Sergeant McDonnell caught the full force of the flying shrapnel, which consisted of heavy metal staples and lead bullets. As other officers tried rendering aid to the fallen sergeant, they could see that he sustained a severed neck artery wound and severe wounds to his eyes and neck," the San Francisco Police Officers Association Journal reports.

"Officers [Ron] Martin and [Al] Arnaud, who were standing several feet from the window ledge, were knocked to the ground and sustained injuries from the flying glass," it says. The blast caused them hearing impairment and shock. One officer was knocked to the floor unconscious, while another "suffered multiple severe wounds on his face, cheek and legs from the flying fragments of the glass."

The original testimony about Dohrn's involvement in this came during a hearing by the Senate Internal Security Subcommittee on October 18, 1974. On that date, FBI undercover agent Larry Grathwohl testified at length on his penetration of the Weathermen and how he learned firsthand of its violent aims on America.

Under questioning from the panel's veteran counsel J.G. "Jay" Sourwine, Grathwohl testified that with the Weathermen, an offshoot of the Students for a Democratic Society (SDS), "it was no longer a question of changing the system from within. It was to destroy the system, completely destroy it, and that is what they said the first time I met them, and that is what they said the last time I was with them."

Grathwohl also testified about a specific bombing:

"When he [Bill Ayers] returned, we had another meeting at which time—and this is the only time that any Weathermen told me about something that someone else had done—and Bill started off telling us about the need to raise the level of the struggle and for stronger leadership inside the Weathermen 'focals' [cells] and inside the Weatherman organization as a whole. And [what] he cited as one of the real problems was that someone like Bernardine Dohrn had to plan, develop and carry out the bombing of the police station in San Francisco, and he specifically named her as the person that committed that act."


In what has become a long-running duel of epic proportions, Sidley recently achieved an important legal victory for the European Union and longtime client Airbus, Europe's aircraft-making leader. Judges from the World Trade Organization (WTO) recently upheld an earlier ruling that Airbus's rival, Boeing Co., received billions of dollars of government subsidies to compete with Airbus, ultimately causing harm to the latter's sales and market share.

This result was unprecedented. In 2011, for the first time in the decades-long history of this fight over government subsidies, Airbus secured a multilateral finding that the United States was providing illegal subsidies that caused serious commercial harm to Airbus. The ruling enabled the European Union to request authorization to take retaliatory action against U.S. exports for $12 billion annually, to counter the illegal U.S. practices.

This result was achieved through the coordinated efforts of Sidley's International Trade group and Airbus, which have worked together for nearly 13 years. The Sidley team, led by Todd Friedbacher, a partner in Sidley's Geneva office, consisted of dozens of professionals from the firm's offices in Geneva, BrusselsLondon and Washington, D.C. Lawyers in D.C. focused on various support measures for Boeing under U.S. law, while lawyers in Brussels and Geneva focused on measures for Airbus from France, Germany and Spain. Colleagues in London advised on matters pertaining to English law. Close coordination among these offices facilitated the alignment of arguments—without close coordination, it would not have been possible to manage the complexities of WTO cases alleging harmful subsidies to each manufacturer.

The history of the subsidies fight between Airbus and Boeing spans decades since the 1960s, with each manufacturer and their respective governments accusing the other of providing and receiving unfair trade subsidies. Friedbacher puts the scale of the disputes in context, saying they are by far the biggest the WTO has ever handled since its inception in 1995. "Boeing and Airbus are the United States' and the European Union's largest exporters. If things go poorly for either company, it can affect hundreds of thousands of jobs and their national economies."

"You really have to get inside the machine and form a cohesive team with the client and other stakeholders in a case like this," says Friedbacher, who, together with his group, works with numerous departments inside Airbus' global enterprise, including its legal, finance, sales and procurement divisions. Moreover, Sidley's team has unparalleled experience with the substantive elements of WTO law, and the unique procedural challenges of WTO dispute settlement needed to work effectively before the WTO courts. As WTO dispute settlement is a government-to-government exercise, the Sidley team assists the EU, on behalf of Airbus, in the preparation of EU submissions before the WTO courts, and also works with the four principal EU member States hosting Airbus — France, Germany, Spain and the United Kingdom.

In terms of the volume of economic activity at stake, said Friedbacher, "The 20-year outlook for large civil aircraft sales exceeds $2.6 trillion—not even mentioning Airbus parent EADS' and Boeing's lucrative defense businesses. Our goal is to ensure that our client gets a fair shot at securing as much of that market as possible, by using global trade rules to ensure a level playing field.""
"RAF Oakhanger was the home of No 1001 Signal Unit, responsible for supporting satellite communications services for the British Armed Forces worldwide. The unit was made up of four sub-units; Space Operations, Ground Operations, Telemetry and Control and Support with subordinate detachments based at RAF Rudloe ManorRAF Colerne and RAF Defford. Command and Control of the system was conducted from Oakhanger, with a planning unit based at Rudloe Manor, co-located with No1 Signal Unit and Controller Defence Communication Network. The Colerne and Defford detachments provided a ground anchoring capability for the communications spacecraft. The Defford detachment was managed by the Defence Evaluation and Research Agency, later QinetiQ.

Space Squadron was responsible for flying a constellation of Skynet satellites, up to the fourth iteration of six space vehicles which supported ArmyRoyal Navy and Royal Air Force units. The space vehicles were controlled on a permanent basis from Oakhanger with command and control traffic being passed from one of the three ground stations. Space Squadron also controlled the flight of space vehicles on behalf of NATO, with an earth station at the nearby NATO ground terminal. The constellation comprised geosynchronous satellites, providing Earth coverage and higher power coverage over Northern Europe.

Ground services took responsibility for planning the routing of traffic via the space vehicles, from a number of locations in the United Kingdom to either stationary ground terminals such as GermanyCyprusAscension Island and the Falkland Islands or tactical ground terminals, mounted in ships or vehicles and operated by Tactical Communications Wing, 30 Signal Regiment, 16 Signal Regiment, 264 (SAS) Signal Squadron or the Royal Marines Signal Squadrons.[2]
Current use [edit]

Support to British military satellite communications was outsourced to EADS Astrium subsidiary company Paradigm Secure Communications in 2003 in a Private Finance Initiative arrangement. The station was subsequently decommissioned, closed and handed over to Paradigm at that time. Paradigm Secure Communications is now known as Astrium Services.

The three sites are now designated Telemetry & Command Station Oakhanger, Satellite Ground Station Oakhanger and Satellite Ground Terminal F4 (operated on behalf of NATO). The sites are now used to support the Skynet 5 constellation."

"Gary Butcher
Telemetry and Command Station Manager
Bordon, Hampshire, United Kingdom

Chartered Management Institute
Telemetry and Command Station Manager

August 2013 – Present (1 year 4 months) Oakhanger, Hants
Ensuring continued high quality Satellite Command and Monitoring services through efficient deployment of resources, first line management supervision and adherence to appropriate practices and regulations.
Spacecraft Operations Manager

January 2010 – July 2013 (3 years 7 months) Hawthorn, Wiltshire
Integrated with the customer, responsible for the training, performance and processes of the Spacecraft Operations Team, monitoring and performing Operations on Secure Communications Satellites
Spacecraft Controller

June 2003 – January 2010 (6 years 8 months) Oakhanger/Hawthorn
Various roles within the Spacecraft Operations Team, including Lead Spacecraft Controller responsible for shift, and Day Support roles supporting the SOM in continuation and strategy within the Team on all matters associated with either Space or Ground Segment
Electronics Technician

June 1982 – June 2003 (21 years 1 month) Various
8 Years Ground Radio Installation Teams
7 Years communications technician
6 Years Spacecraft Controller/Trainer"

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

1 comment:

  1. Its obvious the proven Virgin spaceship design was not the problem. The problem was that the craft was penetrating the upper limits of the military's holographic and scalar grid system. This grid establishes a many leveled restrictive barrier to anything intelligent entering the Earth's magnetosphere and even interacts to distort visual space observation from the surface.


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