Wednesday, September 9, 2015

#2448: CAI’s Montreal Al-Qaeda Serco Key – ALPA Clear Sky Clock – Hotel Clinton Spots UTC

Invitation by United States Marine Field McConnell For Images 
Leading To A Proof by Contradiction Of Assertions Below 
Plum City Online - (
September 9, 2015

1. IT IS ASSERTED THAT CAI PRIVATE EQUITY INVESTORS equipped the ICAO headquarters in Montreal with the public key infrastructure (PKI) needed by Al-Qaeda and Serco agents to support denial of service, masquerade and ad-hoc way-point attacks on selected airline pilots and their crews and whistle-blower passengers.

2. IT IS ASSERTED THAT ALPA PILOTS – tracked by Serco air traffic controllers as flying on the [captain's] clocks through 9/11 – were ordered by Serco FAA associate Ben Sliney to clear the skies to Canada where CAI agents removed evidence of PKI use in phony al-Qaeda war games.

3. IT IS ASSERTED THAT CLINTON GUESTS IN HOTELS FORMERLY RUN BY ITT SHERATON used Coordinated Universal Time ('UTC') data from Serco 8(a) companies to spot fix the time of death of Captain Chic Burlingame, pilot of AA Flight 77 (see below).

United States Marine Field McConnell ( is writing an e-book "Shaking Hands With the Devil's Clocks".

McConnell invites readers to e-mail him images (examples below) and develop a proof by contradiction that Clinton guests used Serco Coordinated Universal Time data to spot fix the time of deaths on ALPA pilots on 9/11.

Note General Haig was a CAI Special Investor

BBC - Clear The Skies (Part 1 of 5) 

Marine Corps General Joseph Dunford in Sheraton Pentagon City Hotel years after Serco UTC 9/11!

"Ben Sliney is a former U.S. Federal Aviation Administration's (FAA) National Operations Manager. His first day in this position was September 11, 2001, and he was responsible for ordering a National Ground Stop across United States airspace in response to the terrorist attacks of 9/11.[1]

Actions on September 11, 2001[edit]

After two planes crashed into the twin towers of the World Trade Center, Sliney gave the order to land every plane in the air over the U.S. at the time (SCATANA), effectively shutting down U.S. airspace. There were roughly 4,200 aircraft in flight.[2] This was an unprecedented act, which the 9/11 Commission later denoted as an important and decisive moment in that morning's chaos. While Sliney made the decision on his own initiative, he had the advice of an experienced staff of air traffic controllers and traffic managers. Although it was his first day in charge, Sliney had an over-25 year background in air traffic and management in the FAA. He had held various positions as an air traffic controller, first line supervisor at several major facilities, and Operations Manager and Traffic Management Officer at New York TRACON. He also held positions as Traffic Management Specialist, National Operations Manager, Tactical Operations Manager at the Air Traffic Control System Command Center (ATCSCC) [Allegedly worked on 9/11 planning with Serco 8(a) agents in FAA Contract Towers] and had Regional office experience as Manager, Airspace and Procedures Branch, Eastern Region.[citation needed]

Sliney later left the FAA to practice law.[citation needed]

United 93 feature film[edit]

Sliney was initially involved in the 2006 movie United 93 in an advisory role. He was then cast in a small role as an air traffic controller. Later, the film's writer and director, Paul Greengrass, offered him the opportunity to play himself.

Sliney also had a small role in Greengrass's 2010 film Green Zone."

"DAL and UAL have been squeezing us over OOOI times for a while now. They have been tasking people to watch us when we actually make it out, and when we call for the push, and comparing all of the connection/express carriers. I have heard rumors of correlating wheel movement but that has not come to fruition yet. The stink of it is that we are working when the aircraft is fully loaded, waiting for ground to let us push. If there is an emergency we will be held accountable. Our ratings will be at risk, and we will have to answer for all of our actions with the aircraft. The fact that we haven't been allowed to push yet is total garbage. A 30 minute gate hold for deice and we will be back and forth talking to company, deice, and the pax -working. Take it from the perspective of the FA's too. They're doing their announcements and serving first class, yet they aren't getting paid for any of that. This kind of thing needs to stop right now. When you are using my rating, the rating that I paid for and I earned, you pay me. You hired me for the rating, when it is in the balance I should get paid"

Airline and Pilot Negotiation 

Amen brother! Should be part of 121 regs if you ask me. Something to the effect of "A working pilot's certificate shall be free from jeopardy if said pilot is not on the clock". Period. You're gonna leave me holding the bag, then you better be effing paying me!

And for the record, at XJT OUT is based on all doors closed and brake off. IN for DOT is based on first door open (usually bag door) and for pay it is based on main cabin door open. Sometimes the company (UAL/CAL?) have been known to block crews back in if they don't push within a few minutes of OUT time."

"Secure aircraft communications addressing and reporting system (ACARS) 
US 6677888 B2 
A method and apparatus that permit military aircraft operators to use the civilian Aircraft Addressing and Reporting System (ACARS) technology while ensuring data security.

"Secure aircraft communications addressing and reporting system (ACARS) 
US 6677888 B2 
A method and apparatus that permit military aircraft operators to use the civilian Aircraft Addressing and Reporting System (ACARS) technology while ensuring data security.
Publication number: US6677888 B2
Publication type: Grant
Application number: US 10/215,730
Publication date: 13 Jan 2004
Filing date: 9 Aug 2002
Priority date: 9 Aug 2001
Fee status: Paid
Also published as: US20030030581, WO2004047405A2, WO2004047405A3
Inventors: Aloke Roy
Original Assignee: Honeywell International, Inc.
Export Citation: BiBTeX, EndNote, RefMan
Patent Citations: (2), Non-Patent Citations (2), Referenced by (37), Classifications (14), Legal Events (5)
External Links: USPTO, USPTO Assignment, Espacenet"
Normally, US military aircraft are required to comply with the air-traffic requirements while flying in the civil air space. Since ACARS is used for air traffic control in the South Pacific region, the US Air Force (USAF) has started to equip its air transport fleet with ACARS to satisfy civil aviation requirements. Availability of ACARS also offers additional benefit to the USAF because ACARS can be used for routine, unclassified communications, thereby preserving the capacity of military communication systems for high priority traffic. There is a long felt need for military operators to use the existing civilian ACARS system in a secure manner. If messages can be exchanged over ACARS in a secure fashion, ACARS data link will allow USAF to track its fleet in near-real time and exchange information with any aircraft worldwide, thereby improving its operational efficiency.

Some commercial airlines have implemented ad-hoc data encryption techniques for ACARS. These techniques use simple character substitution algorithms that may protect the information from a casual hacker, but a sophisticated attacker will be able to break the code in a short period of time with nominal computational resources. As such, airlines and the military desire to develop a strong information security solution for ACARS that is standards-based and uses cryptographic algorithms that have been validated by the industry.

Furthermore, at present, air traffic is controlled in a given airspace by voice communications between the pilot and the controller. With continuous increase in the number of flights around the world, radio frequencies used for air traffic control communications are nearing saturation. Channel congestion is affecting the reliability of voice communications and reducing safety of flight. The channel congestion problem is compounded by the fact that system capacity can not be readily increased by adding frequencies because spare frequencies are not available in several regions. Future Air Navigation Systems (FANS) committee of the International Civil Aviation Organization (ICAO) has identified digital communications over data link as the only solution to meet future demand for air traffic control communications. ICAO developed a set of standards, called the Aeronautical Telecommunications Network (ATN) to facilitate the implementation of this digital communication system. See, e.g., International Civil Aviation Organization, CNS/ATM PACKAGE-1 STANDARDS AND RECOMMENDED PRACTICES (SARPs), ICAO (1997), document 9705, Montreal, Canada, which is incorporated herein by reference. Eurocontrol, other civil aviation organizations, and US Federal Aviation Administration (FAA) are in the process of migrating to ATN.

Current measures of information security will become obsolete with the paradigm shift from voice based air traffic control to automated air traffic management using data link. ICAO has determined that denial of service, masquerade, and modification of information are the primary safety threats to ATM. See, e.g., Adnams, Martin, OVERALL SECURITY CONCEPT. ATNP/VG-1 WP6-11, Halifax, Canada, Eurocontrol, (1996), which is incorporated herein by reference. ICAO developed the ATN security solution based on Public Key Infrastructure (PKI) to mitigate these threats [ICAO organized an airport management conference in Montreal Canada on 9/11 with airport management brought in from all over the world allegedly to disrupt on-site leadership and ACARS/ATN communications during the attack]. See, McParland, Thomas,CNS/ATM PACKAGE-II STANDARDS AND RECOMMENDED PRACTICES(SARPS), SUB-VOLUME VIII—ATN SECURITY SERVICES, Draft, Tokyo, Japan, ICAO, (2001),which is incorporated herein by reference. In addition, ICAO is planning to mandate a sunrise date after which all ATM systems communicating via data link will be required to implement the ATN security standards."

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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