McConnell claims that in 1928, RCA boss David Sarnoff began covertly paying the late Duke of Windsor to build up the King's Flight at RAF Northolt and equip ground staff with Black Hand communications so the Germans could be targeted during the blitz on London but Buckingham Palace and the Northolt base would be left untouched and thereby allow the duke to recover his role as King Edward VIII after his royal relatives had been murdered.
Black Hand* – Lloyd's Register of captains or journeymen with Privy Seal "Licenses to Kill, Burn, Bribe" for the City of London's Honourable Artillery Company 1537; the Master Mariners and Air Pilots (formerly GAPAN) 1929, and The Ancient and Honorable Artillery Company of Massachusetts 1638 – whose alumni include U.S. Presidents James Monroe, Chester Alan Arthur, Calvin Coolidge and John F. Kennedy and – perhaps – Barack 'Down Low' Obama.
McConnell alleges that in 1962, the late pedophile Lord Privy Seal and then commander of the Honourable Artillery Company, Lt. Col. Edward Heath, outsourced the U.K.'s 4-minute warning system, the NPL cesium clock and Telstar timing to Serco (RCA) whose Black Hand staff at Northolt can now spot, shoot, snuff, spin and spoil drone operations in the United Kingdom and United States to within 1 μs of each other (previous efforts were only accurate to 2,000 μs).
McConnell claims that Serco set up a Black Hand drone navigation service with Israel Aerospace Industries (IAI) and NetJets at RAF Northolt in 1998 while its National Visa Center agents set up a ground-staff drone network at FAA Contract Towers for Bin Laden sleeper cells in America.
McConnell claims Buffett bought the NetJets operation in 1998 so that he could set up fractional owners (cf. the Bin Laden Group) in man-in-the-middle positions where unwitting owners could be blamed for the hijackings of 9/11 when, in fact, the NetJets planes were modified by Serco at Northolt to control Boeing drones for the "first live-broadcast mass snuff film in human history."
McConnell alleges that Brian Walton, a Serco Aviation Engineer & Expert Witness at Northolt, together with the Northolt station commander who served as aide-de-camp to Her Majesty the Queen in 2001, used the authority of Prince Phillip, Duke of Edinburgh – the former Grand Master of the Honourable Company of Air Pilots – to deploy the Queen's Flight and Buffett's NetJets to track Captain Dahl to his death during the phony Black Hand Blitz of 9/11.
McConnell alleges that Serco's Walton provided an "expert witness" storyline for the Wag the Dog movie "United 93" where filming took place on a 20-year-old reclaimed Boeing 757 at Pinewood Studios near RAF Northolt to shield staff/actors from Abel Danger investigators.
McConnell invites rebuttal of his allegation that Serco (RCA GB 1928) committed treason with King's Flight pilots and RAF Northolt ground staff during the Black Hand Blitz on London in WWII and used Warren Buffett’s NetJets aircraft to track Captain Jason Dahl, the pilot of a droned United Flight 93, to his death at a spot-fixed crash scene outside Shanksville, Pennsylvania, on 9/11.
Prequel 1: #2265: Marine Links Serco's Black-Hand Northolt To Bin Laden NetJets Drones, Buffett Death Of Dahl
Prequel 2: RAF Northolt
The UK's Nazi King Edward VIII, Duke of Windsor: Traitor & Enemy of Britain. (Part 1)
United 93 - Trailer
WAG THE DOG - Trailer - (1997) – HQ
DEADLY ACCURATE Israeli military UAV could be used on Gaza Strip
Serco... Would you like to know more?
"United Airlines Flight 93 was a domestic scheduled passenger flight that was hijacked byal-Qaeda on September 11, 2001, as part of the September 11 attacks. It crashed into a field near the Diamond T. Mine in Stonycreek Township, Pennsylvania, near Indian Lakeand Shanksville, during an attempt by some of the passengers to regain control, killing all 44 people aboard including the four hijackers. No one on the ground was injured. The aircraft involved, a Boeing 757–222, was flying United Airlines' daily scheduled morningdomestic flight from Newark International Airport in New Jersey to San Francisco International Airport in California.
The hijackers breached
the aircraft's cockpit and overpowered the flight crew approximately 46 minutes
after takeoff. Ziad Jarrah, a trained pilot, then took control of the
aircraft and diverted it back toward the east coast of the United States in the
direction of Washington, D.C. Although the specific target is not
known, it is believed that the hijackers were intending to crash the plane into
either the White House or the Capitol Building.[1]
After the hijackers
took control of the plane, several passengers and flight attendants were able
to make phone calls and learn that attacks had already been made by other
hijacked airliners on the World Trade
Center in New York City and the Pentagon outside Washington, D.C. Some of the passengers then fought the hijackers in an attempt to
gain control of the aircraft. During the attempt the plane crashed into a
reclaimed strip mine in Stonycreek Township, near
Indian Lake and Shanksville in Somerset
County, Pennsylvania, about 65
miles (105 km) southeast of Pittsburgh and 130 miles (210 km) northwest of Washington, D.C. A few
witnessed the impact from the ground and news agencies began reporting the event
within an hour.
Subsequent analysis of
the flight recorders recovered from the crash site revealed
how the actions taken by the passengers prevented the aircraft from reaching
the hijackers' intended target. Of the four aircraft hijacked on September
11 – the others were American
Airlines Flight 11, American
Airlines Flight 77 and United
Airlines Flight 175 – United
Airlines Flight 93 was the only one that did not reach its hijackers' intended
target.
A temporary memorial
has stood on the site since the attacks; the first phase of construction of the
permanent Flight
93 National Memorialat the crash
site was dedicated on September 10, 2011.
..
..
The aircraft involved
in the hijacking was a Boeing 757–222, registration
number N591UA, delivered to
the airline in 1996.[19][20] The airplane had a capacity of 182 passengers; the September 11
flight carried 37 passengers and seven crew, a load factor of 20 percent,
considerably below the 52 percent average Tuesday load factor for
Flight 93.[21] The seven crew members were Captain Jason Dahl, First
OfficerLeRoy Homer, Jr., and flight attendants Lorraine Bay, Sandra Bradshaw, Wanda
Green, CeeCee Lyles and Deborah Welsh.[22]"
"Located in Bellevue, Nebraska AFB. Offut is part of some interesting
angles of the September 11th attack. By coincidence, some WTC executes
"evacuated" to Offutt Air Force Base just prior to September 11
event: "On the morning of September 11, (CEO) Tatlock herself had just
arrived with a small group of business leaders at Offutt Air Force Base in
Omaha for a charity event hosted by Warren Buffett. She then heard the news of
the first plane hitting the World Trade Center's north tower. "There on
the screen, I saw the second plane crash into my office," Tatlock
recalled. ...so the supposed event these business leaders were attending, at an
Air Force base of all places, was a "charity" event organized by
Warren Buffet of "The terrorists are coming, the terrorists are
coming" fame. Tatlock is a high CEO in the Franklin Funds group, a group
that had offices in the World Trade Center. The cover story in this article for
her presence at Offutt was a charity event." Source: sanfrancisco.
Some fighters of Netjets are owned by Warren Buffett, tried to intercept Flight 93, as
confirmed in August 2002, during the Massaoui-lawsuit (->): "An
official for NetJets,
a company that sells shares in private business aircraft, confirmed that the
plane tracking Flight 93 belonged to the company. The official, who asked not
to be identified by name, said the company was asked not to comment on the
September 11 flight but would not say who made the request"
Source: startribune.com/
"The background of Netjets: Netjets is based in Woodbridge, NJ.
Raynor B. Reavis joined NetJets Inc. in
September 1998 as Senior Vice President of Sales. In this position, he is
responsible for the sales of the NetJets ®
fractional ownership program in the U.S. Prior to joining Executive Jet, Mr.
Reavis was Vice President of Marketing and Sales Support at Gulfstream
Aircraft, Inc. Before joining Gulfstream, he was Senior Vice President of Sales
at Raytheon Aircraft (->) and British Aerospace, where he was responsible
for worldwide sales of the Hawker 800 and 1000 aircraft. Earlier in his career,
he served as Vice President of Sales for Simuflight Training International,
which provides advanced simulator-based training to pilots and maintenance
technicians for business jet aircraft. Reavis is a former United States Marine
fighter pilot who served in Vietnam and on both the East and West Coast in
active duty fighter squadrons. He is a graduate of Baylor University with a
Bachelor's degree in business administration and economics.."
Sources: www.prweb.com/
"Brian J Walton Aviation Engineer & Expert Witness
1995 to date … Serco Group plc, RAF
Northolt
Senior BAe 146 Crew
Chief
Operate under The
Military Aviation Authority (MAA) & Maintenance Approved Organisation
Scheme (MAOS) rules.
Fly on the BAe 146 CC2
of No32 (TR) Squadron, RAF (an amalgamation of The Queen’s Flight and 32
Squadron RAF) as a civilian Engineering Specialist. Duties include setting up
the aircraft and testing all systems. Carry out all servicing and rectification
and solely responsible for engineering standards whilst away from base.
Fly worldwide on Royal/VVIP Tours, often for extended periods and was
the engineer on all of HRH The Duke of Edinburgh's BAe 146 tasks for
approximately six years until his retirement from flying.
Responsible for
training and annual assessment of all the new BAe 146 Crew Chiefs, ensuring
they continue to meet exacting engineering standards. Accompany Test Pilots on
full Air Tests on an annual basis and on any Air Checks. Carry out diagnosis,
rectification and functionals of all systems, including ground running of the
engines and APU, also take part in hangar servicing of the BAe 146 at all
levels up to C check.
Completed all the
manufacturers BAe 146 training courses, Airframe, Engine, Electrics, Avionic
and SEP10
Autopilot course."
"The first aircraft ordered specifically for transportation of the Royal
Family, two Westland Wapitis, were delivered to No. 24 Squadron at RAF
Northolt in April 1928. Between 1929 and 1935 the Prince of
Wales purchased 13 aircraft. Although the RAF maintained at least one
of these aircraft for a time the Prince of Wales eventually became solely
responsible for the aircraft. When the Prince ascended to the throne in 1936
as Edward
VIII, The King's Flight was formed as the world's first head of
state aircraft unit.[1] In
contrast the first flight of a sitting U.S. president was in January
1943. This unit initially used the King's own de
Havilland DH.89 Dragon Rapide; however this was
replaced in May 1937 by an Airspeed AS.6J
Envoy III.
The outbreak of World
War II in 1939 led to the replacement of the Envoy III with an armed Lockheed
Hudson. A de Havilland Flamingo was added to The
King's Flight in September 1940.
In 1942, The King's
Flight was disbanded and its responsibilities transferred to No. 161 Squadron. No. 161 Squadron was an
operational military squadron, involved in the dropping of supplies and agents
over occupied Europe throughout the War.[2] The
King's Flight was reformed on 1 May 1946 at RAF Benson with
a single aircraft, a de Havilland Dominie.
As The Queen's
Flight from 1952, the unit operated a variety of aircraft for the
transportation and pilot training of members of the Royal family,
including Vickers Viking, Avro York, de Havilland Heron and Devon, Westland Whirlwind (helicopter), Douglas
Dakota (for Royal Visit to Nepal 1960), de Havilland Canada Chipmunk, Beagle
Basset and Hawker Siddeley Andover aircraft.
On 2 November
1977, Queen Elizabeth II travelled for the first time
aboard Concorde (aircraft G-BOAE). Her Majesty then flew from theSir Grantley Adams
International Airport, Barbados, to London
Heathrow, England.[3] That
occasion was also the first visit by a Concorde aircraft to Barbados.[4] The
'Alpha Echo' aircraft in which The Queen had travelled, was the last Concorde
to fly supersonic to Barbados on 17 November 2003; a delivery flight to the
Barbados Concorde Experience museum where it remains on display.[5][6]
In 1983 the RAF leased
two BAe 146 aircraft
to assess their suitability as replacements for The Queen's Flight's Andovers.[7] The
trial was a success and three VIP-configured BAe 146-100s entered service with
The Queen's Flight (as BAe 146 CC.2s) from 1986 as the flight's first jet
aircraft. In 2002 one of these BAe 146s was sold as surplus. These jets, also
known as the BAe 146 Statesman, have a specially designed Royal Suite cabin.
Although the civilian BAe 146-100 has 70-94 seats, the two BAe 146 CC.2 are
configured for 19 or 26 passengers in comfort.[7] These
aircraft have a large passenger space compared to a mid-size business jet. The
cabin space is over 700 square feet (65 m2) and is almost as large as the
smallest Boeing Business Jet which has 809 square
feet (75.2 m2). Most mid-size business jets have less than 200 square feet
(19 m2) of cabin space. The 6'6" ceiling allows people to comfortably
stand, and because of the aircraft's size and defensive equipment, this is the
aircraft that is the first choice for domestic or European trips.[8]
The Royal Squadron[edit] On 1 April 1995 The Queen's
Flight was merged into No. 32 Squadron RAF to become No. 32
(The Royal) Squadron. Its BAe 146s and two Westland
Wessex HCC.4 helicopters moved from Benson to 32 Squadron's base
at RAF
Northolt. This ended the RAF's provision of dedicated VIP transport
aircraft; the aircraft of 32 Squadron are only available to VIP passengers if
not needed for military operations. This was declared officially in 1999, with
the Ministry of Defence stating "the principal purpose of 32 Squadron
[is] to provide communications and logistical support to military operations;
the Squadron's capacity should be based on military needs only; and any royal
or other non-military use of... spare capacity is secondary to its military
purpose."[9] The
effect of this declaration was to radically reduce the charge per hour to the
royal travel grant-in-aid for flying in an RAF jet, because now only the
variable costs of the flight were expensed to the royal travel budget.
The squadron also has
six smaller British Aerospace BAe 125 CC3 jets,
which seat a maximum of six passengers.[10] The
last of these jets was delivered in February 1984.
The squadron provides
air travel for members of the Royal Family. However, on 1 April 2010, the
hourly rate for journeys by HM The Queen and HRH The Prince of Wales was increased
dramatically from £1,138 for a BAe125 and £1,846 for a BAe 146, to £9,997 and
£13,086 respectively.[8] No
journeys were undertaken under these arrangements. After alleged pressure from
the Prince of Wales, on 1 December 2010, the rates were reduced (BAe 125:
£4,000 and BAe 146: £5,000 per flying hour).[11]
Under these higher
prices, the Royal Family only flew twice on military jets in fiscal year
2010-2011.[8] The
Prince of Wales and Duchess of Cornwall flew the BAe 146 to Madrid and Lisbon
in March 2011 (4 flight hours), and one non-itemised flight was taken on a BAe
125 (1 flight hour).[12]"
"RAF Northolt (IATA: NHT, ICAO:
Northolt pre-dates the
establishment of the Royal Air Force by almost three years, having opened in
May 1915. Originally established for the Royal Flying Corps, it has the longest history
of continuous use of any RAF airfield. Before the outbreak of theSecond
World War, the station was the first to take delivery of the Hawker
Hurricane. The station played a key role during the Battle
of Britain, when fighters from several of its units, including No. 303 Polish Fighter Squadron,
engaged enemy aircraft as part of the defence of London. It became the first
base to have squadrons operating Supermarine Spitfire aircraft within
German airspace.
During the
construction of Heathrow Airport, Northolt was used for commercial civil
flights, becoming the busiest airport in Europe for a time and a major base for British European Airways. More recently
the station has become the hub of British military flying operations in the
London area. Northolt has been extensively redeveloped since 2006 to
accommodate these changes, becoming home to the British Forces Post Office, which moved
to a newly constructed headquarters and sorting office on the site. Units
currently based at RAF Northolt are No. 32 (The Royal) Squadron, theQueen's Colour Squadron, 600 (City of London) Squadron, No 1
Aeronautical Information Documents Unit, the Air Historical Branch and the Central Band of the RAF. The station has
also been used as a filming location for productions made at Pinewood Studios.
…
Since 1 June 1998,
station commanders have served as aides-de-camp to
Her Majesty the Queen.[49] The
station received the Freedom of Entry to the London Borough of Hillingdon on
11 May 2000. This allowed military personnel to march through the borough in
full uniform, an honour granted by the council in light of 2000 being the 60th
anniversary of the Battle of Britain and the 85th anniversary of the opening of
RAF Northolt. The neighbouring RAF Uxbridge station had received the same
honour in 1960.[50]"
"RCA Corporation, founded as the Radio Corporation of America, was
an American electronics company in existence from 1919[2] to
1986 when General Electric took over the company in
1985[3] and
split it up the following year.[4]
After World War I began
in August 1914, radio traffic across the Atlantic
Ocean increased dramatically after the western Allies cut the German
transatlantic telegraph cables. Germany,
Austria-Hungary, and their allies in Europe (the Central
Powers) maintained contact with neutral countries in the
Americas via long-distance radio communications, as well as telegraph
cables owned by neutral countries such as the Netherlands and Denmark.
In 1917 the U.S. government took
charge of the patents owned by the major companies involved in radio manufacture
in the US to devote radio technology to the war effort. All
production of radio equipment was allocated to the U.S. Army, U.S. Navy, U.S.
Marine Corps, and the U.S.
Coast Guard. The War Department and the Navy Department sought to
maintain a federal monopoly of all uses of radio technology. The wartime
takeover of all radio systems ended late in 1918, when the US Congress failed
to pass a bill which would have extended this monopoly. The war ended in
November of that year.
The ending of the
federal government's monopoly in radio communications did not prevent the War
and Navy Departments from creating a national radio system for the US.[5] On 8 April
1919, naval Admiral W. H. G. Bullard and Captain Stanford C. Hooper met with
executives of the General Electric Corporation (GE) and asked
them to discontinue selling the company's Alexanderson alternators (used in the
high-power AM radio
transmitters of that era) to the British-owned Marconi
Company, and to its subsidiary, the Marconi Wireless Telegraph Company of
America.
The proposal presented
by the government was that if GE created an American-owned radio company, then
the Army and Navy would effect a monopoly of long-distance radio communications
via this company. This marked the beginning of a series of negotiations through
which GE would buy the American Marconi company and then incorporate what would be called
the Radio Corporation of America.[6]
The incorporation of the assets of Marconi Wireless Telegraph Company of America (including David Sarnoff,[7]) the Pan-American Telegraph Company, and those already controlled by the United States Navy led to a new publicly held company formed by General Electric (which owned a controlling interest) on October 17, 1919.[8] The following cooperation among RCA, General Electric, the United Fruit Company, the Westinghouse Electric Corporation, and American Telephone & Telegraph (AT&T) brought about innovations in high-power radio technology, and also the founding of the National Broadcasting Company (NBC) in the US. The Army and the Navy granted RCA the former American Marconi radio terminals that had been confiscated during the War. Admiral Bullard received a seat on the Board of Directors of RCA for his efforts in establishing RCA. The result was federally-created monopolies in radio for GE and the Westinghouse Corporation and in telephone systems for the American Telephone & Telegraph Company.
The argument by the
Department of War and the Department of the Navy that the usable radio
frequencies were limited, and hence needed to be appropriated for use before
other countries, such as the United
Kingdom, France, Germany, and Canada monopolized
them, collapsed in the mid-1920s following the discovery of the practicality of
the use of the shortwave radio band (3.0 MHz through
30.0 MHz) for very long-range radio communications.
The first chief executive officer of RCA
was Owen D. Young; David
Sarnoff became its general manager. RCA's incorporation papers
required that a majority of its stock be held by American citizens. RCA agreed
to market the radio equipment manufactured by GE and Westinghouse, and in
follow-on agreements, RCA also acquired the radio patents that had been held by
Westinghouse and the United Fruit Company. As the years went on, RCA either
took over, or produced for itself, a large number of patents, including that of
the superheterodyne receiver invented
by Edwin Armstrong.
Over the years, RCA
continued to operate international telecommunications services, under its
subsidiary RCA Communications, Inc., and later the RCA Global Communications
Company."
"The Blitz (shortened from German 'Blitzkrieg', "lightning
war") was the period of sustained strategic
bombing of the United
Kingdom by Nazi Germany during theSecond
World War.
Between 7 September
1940 and 21 May 1941 there were major aerial raids (attacks in which more than
100 tons of high explosives were dropped) on 16 British cities. Over a period
of 267 days (almost 37 weeks), London was
attacked 71 times,Birmingham, Liverpool
Starting on 7
September 1940, London was bombed by the Luftwaffe for
57 consecutive nights.[7] More
than one million London houses were destroyed or damaged, and more than
40,000 civilians were killed, almost half of them in London.[4] Ports
and industrial centres outside London were also heavily attacked. The major Atlantic sea
port of Liverpool was also
heavily bombed, causing nearly 4,000 deaths within the Merseyside area
during the war.[8][9] The
North Sea port of Hull, a convenient and easily found primary and
secondary target for bombers unable to locate their primary targets, was subjected to
86 raids[10] within
the city boundaries during the war, with a conservative estimate of 1200
civilians killed and 95% of its housing stock destroyed or damaged.[11][12] Other
ports including Bristol,Cardiff, Por
"RAF Northolt mulls plan to boost bizav activity
- January
8, 2008, 11:13 AM
Britain’s Ministry of
Defence (MoD) is considering plans to allow 30- or 40 percent more business
aviation traffic at the Royal Air Force's London-area Northolt base. At the
same time, newly formed Northolt Business Aviation is preparing to offer unused
air force hangar space to corporate operators.
..
Maintenance for other based and transient civil aircraft is available
from Serco, which is bidding to provide support for the NetJets operations at
Northolt. The JAR 145-certified operation already provides support for the two
BAE 146s and six Hawkers operated by the Royal Air Force to transport members
of Britain’s royal family, as well as government ministers and officials. This
operation falls under the auspices of the RAF's No. 32 (The Royal) Squadron,
which was formed from the 1997 amalgamation of the Queen's Flight (then based
at RAF Benson) and 32 Squadron’s government flight department.
The MoD is planning to
build a new hangar next to the Northolt operations building, which doubles as a
terminal for business aviation. The new building would mainly house The Royal
Squadron’s aircraft, but will offer additional capacity for corporate
operators.
Separately, the RAF is
evaluating possible replacement aircraft for the 146s and Hawkers. Options
being considered include the Gulfstream V and Bombardier Global Express, both
of which could provide significantly greater range than is possible with the
existing fleet.
Ground handling for business aircraft is provided by Northolt Handling,
a joint venture between Regional Airports (owner of London-area Biggin Hill and
Southend Airports) and Serco under a four-year license that started in July 2001. It will provide handling for the NetJets
aircraft and already provides other visiting operators with ad hoc covered
aircraft parking in Northolt’s Hangars 5 and 6.
Slots at Northolt are
available strictly by prior arrangement, with the official deadline for
requests being 3:30 p.m. on the preceding day. In some instances, Northolt
Handling is able to secure slots on somewhat shorter notice since it works with
the RAF controllers on flight planning for civil movements.
Northolt Handling
manager Robert Walters told AIN that the average number of movements
each day is around 30, a number that peaked as high as 50 during busy periods
last year. The FBO now has almost 150 regular customers.
The airfield’s
official opening hours for civil flights are 8 a.m. to 8 p.m. on weekdays.
Based operators can sometimes get permission for flights outside these hours
and on weekends, provided the airfield is open for military operations at the
time. When a slot is not available, Northolt Handling tries to redirect flights
to its sister airports at Biggin Hill (12 mi southeast of London) and Southend
(37 mi to the east and open 24/7).
Northolt’s main runway
is 5,525 ft long, which allows larger business jets such as the Falcon 900 to
take off fully loaded. Larger aircraft such as the Boeing Business Jet can also
use the airfield, but are limited by pavement-strength issues to around a dozen
movements per year.
Landing fees go
directly to the RAF and are among the most costly in the London area. A GIV
operator, for example, would pay around £1,100 ($1,700). RAF Northolt currently
collects almost $2 million in civil landing fees annually and is ranked as one
of Britain’s most commercially viable air force bases.
Handling fees are
charged in the following four mtow categories: £90 ($140) for up to 10 metric tons
(22,046 lb); £120 ($186) for between 10 and 20 metric tons (up to 44,092 lb);
£150 ($233) for between 20 and 40 metric tons (up to 88,184 lb); and £180
($279) for aircraft over 40 metric tons. The Northolt landing fee covers use of
a ground power unit and lavatory service for the aircraft. The handling fee
covers all other ground services.
Northolt Handling
currently has three staff members besides Walters, and it is about to add
another. Supplementary baggage handling can be provided by RAF personnel during
busy periods. In addition to Serco,
which now manages the RAF’s visiting aircraft servicing operation, line
maintenance and repairs can be conducted by Jet Aviation, which dispatches
mechanics from its Biggin Hill operation.
Visiting aircraft
generally have to purchase fuel from RAF supplies at somewhat elevated prices.
For based aircraft, and by special arrangement, fuel can be supplied by Air BP."
26 January 2012
The Royal Air Force
and Naval Air Command have awarded service group Serco contracts worth £130
million.
The Multi-Activity
Contracts (MACs) are for a range of operational support, engineering and
training services.
Serco successfully rebid its RAF Northolt MAC to provide aviation and engineering facilities and logistics support. Included is maintenance and associated support for the 32 (The Royal) Squadron, as well as at various satellite stations in and around London.
The three-year Northolt MAC starts in April 2012 and has options to extend for a further four years. Total value if extended would be around £70 million.
Also successfully rebid is the contract for aviation and engineering facilities and aircraft support at Royal Navy Air Stations Yeovilton and Culdrose. The contract “complements our maintenance and support services currently provided under a separate contract to the Merlin helicopter fleet at RNAS Culdrose", Serco said in a written statement.
The three-year Yeovilton and Culdrose contract also starts in April, with a possible two-year extension. Total value over five years would be around £40 million.
Last November, Serco won a new MAC for RAF Valley on the Isle of Anglesey, North Wales, where the Navy and Air Force train jet pilots. RAF Valley is also the headquarters of the military's Search and Rescue Force and the RAF Mountain Rescue Service.
The five-year RAF Valley contract starts in April and has a total value to Serco of over £20 million.
The recent contracts extend Serco's operational support to cover 29 UK military bases, Christopher Hyman, chief executive of Serco Group, said. Services range from aircraft engineering and training programmes, as well as asset and infrastructure management.
Serco successfully rebid its RAF Northolt MAC to provide aviation and engineering facilities and logistics support. Included is maintenance and associated support for the 32 (The Royal) Squadron, as well as at various satellite stations in and around London.
The three-year Northolt MAC starts in April 2012 and has options to extend for a further four years. Total value if extended would be around £70 million.
Also successfully rebid is the contract for aviation and engineering facilities and aircraft support at Royal Navy Air Stations Yeovilton and Culdrose. The contract “complements our maintenance and support services currently provided under a separate contract to the Merlin helicopter fleet at RNAS Culdrose", Serco said in a written statement.
The three-year Yeovilton and Culdrose contract also starts in April, with a possible two-year extension. Total value over five years would be around £40 million.
Last November, Serco won a new MAC for RAF Valley on the Isle of Anglesey, North Wales, where the Navy and Air Force train jet pilots. RAF Valley is also the headquarters of the military's Search and Rescue Force and the RAF Mountain Rescue Service.
The five-year RAF Valley contract starts in April and has a total value to Serco of over £20 million.
The recent contracts extend Serco's operational support to cover 29 UK military bases, Christopher Hyman, chief executive of Serco Group, said. Services range from aircraft engineering and training programmes, as well as asset and infrastructure management.
Other news for
Thursday, 26 January 2012
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
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