Field McConnell "Captain Sherlock Solves 9/11"
Alex James
From: CCW
Subject: Field McConnell "Captain Sherlock Solves 9/11"
AN OPEN LETTER TO PILOT FRIENDS & OTHERS
January 12, 2012
"All truth passes through three stages. First, it is ridiculed, second it is violently opposed, and third, it is accepted as self-evident."
--Arthur Schopenhauer, Philosopher, 1788-1860
Dear Captain Paul W. Jones, et al:
Kindly take note that the updated HD version of "Captain Sherlock Solves 9/11" was posted on YouTube on July 19, 2011 and can be viewed here: http://www.youtube.com/watch?v=ddyyROoPzps
It will take only an hour, nine minutes, and thirty-one seconds of your time to have an understanding of what really happened on September 11th... and reveal to you knowledge of which you and a majority of you're airline pilot colleagues are presently unaware of being unaware of. This knowledge of which you and your pilot colleagues in the front seats of our nation's airline fleet are presently unaware represents a clear and present danger to the aircraft, the crews and the traveling public, because you don't know for a fact who has the "KEYS" to your airliner, as in PKI or Public Key Infrastructure, as that term applies to cipher/coding of inputs and security validation certificates to your on-board flight management control system (FMCS), or knowing whether or not your FMCS may have been compromised by illegally installed hardware such as an embedded QRS-11 missile-guidance technology gyrochip. As such, there is no way you or any of your colleagues can comply with your respective company's Flight Operations Manual, that (paraphrasing), "The Captain WILL make the FINAL decision as to whether the aircraft may be safely operated." It would be impossible to comply with that requirement until any captain could know, without a doubt, whether or not a QRS-11 is embedded on his particular jet. All pilots should ask their unions, like ALPA, what they know about the Boeing Uninterruptible Auto Pilots and those installed by Thales on Airbus equipment. Quite frankly, your unions are exposing you to violating FAR 121.533(d):
§ 121.533 Responsibility for operational control: Domestic operations.
(a) Each certificate holder conducting domestic operations is responsible for operational control.
(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.
(c) The aircraft dispatcher is responsible for—
(1) Monitoring the progress of each flight;
(2) Issuing necessary information for the safety of the flight; and
(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.
(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.
(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.
[Doc. No. 6258, 29 FR 19219, Dec. 31, 1964, as amended by Amdt. 121–253, 61 FR 2613, Jan. 26, 1996]
Unfortunately, the YouTube version of the film is a later edit by its producer/director, Neil Slade, and does not include some of the introductory screen captures showing the controlled high-explosive detonation/demolition of both WTC towers after the aerial weapons struck, or the bio's of either David Hawkins or Field McConnell, which can be viewed in previous versions at www.abeldanger.net and www.captainsherlock.com. You'll have to see the original 2007 DVD with its added June 2008 prologue footage for additional.
In any event, it's important to point out that in the 2008 version, the film's producer, Neil Slade, states right up front that he too, like many pilots today languishing on the fence of unknowing, was "totally skeptical" of the scenario/theories as developed and put forth by Cambridge Alum David Hawkins of HawksCAFE. But after participating with physicist Professor Dr. Steven Jones at Brigham Young University in a private internet forum and forensic discussions about 9/11, through which he met and engaged David Hawkins of HawksCAFE, he came away with the knowledge that David Hawkins' scenario was the only analysis which is provable via motive, money and methods, and not the analysis as trumped by the media and government authorities, who made popular the so-called and 'identified' Muslim hijackers who have been given the complete blame for 9/11, which is "a scientifically and physical impossibility." And in reality, a blatant lie and cover-up, a true false-flag operation.
There are three additional 20-minute videos below that overview the economic targets of 9/11 and reveal how the U.S. Military War Game Exercise Amalgam Virgo with Canadian Intelligence in June 2001 provided the practice run-up for the real 9/11, in which the planted boogeyman Osama bin Laden conditioning was already being inserted into the paradigm for mass consumption and mind control conditioning. This was the "dry run" in the summer before 9/11 to show off and test the anti-hijack system being sold to the United States. Amalgam Virgo 01 was an air defense exercise intellectually created in Canada and foisted upon the U.S. Air Force and Department of Defense. It presumed that Osama bin Laden may use drones and cruise missiles to attack high-value targets in the United States:
The real event on September 11th, was a combined U.S. Military War Game Exercise, Global Guardian and Vigilant Guardian, which provided the hand-off of U.S. Airspace from NORAD to Canadian Control and NATO by the Blue Teams:
During the Amalgam Virgo war game of June 1st & 2nd, 2001, the routine called for all U.S. Airspace to come completely under command of the former 'attacking red team', that is to say, Canadian intelligence and their air force, shown below as "CF-18". For 24-hours, the Canadian 'attackers' would suddenly switch sides and the U.S. Air Force would completely stand-down and surrender protection of the U.S. to NATO and the Canadian air teams and their anti-hijacking formula.
This scenario was replayed again with even greater complication and and confusion during the multiple war games in play on the morning of 9/11, again with Canadian forces and NATO alone in controlling the skies over America during the Global Guardian War Games of September 11th. It is known that on the morning of 9/11 as many as twenty independent war game scenarios were being played out with the U.S. Air Force GROUNDED during the Canadian blue air time. It was during this time that the twin WTC towers were struck, the Pentagon was struck, and there was an attempt to fly an airplane into the Capitol, aborted over the skies of Pennsylvania as UAL Flight 93 was vaporized into nothingness that morning.
Part I: SIGN OF THE CRIMES http://captainsherlock.com/pattern_crimes.html
Part II: SIGN OF THE SIGNS http://captainsherlock.com/pattern_signs.html
Part III: SIGN OF THE TIMES http://captainsherlock.com/pattern_times.html
There is a fourth video with several segments, which would be well worth your time, "Is it Live... Or is it Livery?" (1:11:08 in length) which is available on YouTube and at www.abeldanger.net :
Should you have any doubts concerning the varacity of any of the information provided here, please feel free to contact Field McConnell via e-mail or telephone:
Sincerely,
John R. Prukop
ABEL DANGER PR/LEGAL
ACARS CONFIRMED - 9/11 AIRCRAFT AIRBORNE LONG AFTER CRASH
UNITED 175 IN THE VICINITY OF HARRISBURG AND PITTSBURGH, PA
(PilotsFor911Truth.org) - Aircraft Communications Addressing and Reporting System (ACARS) is a device used to send messages to and from an aircraft. Very similar to text messages and email we use today, Air Traffic Control, the airline itself, and other airplanes can communicate with each other via this "texting" system. ACARS was developed in 1978 and is still used today. Similar to cell phone networks, the ACARS network has remote ground stations installed around the world to route messages from ATC, the airline, etc, to the aircraft depending on it's location and vice versa. ACARS Messages have been provided through the Freedom Of Information Act (FOIA) which demonstrate that the aircraft received messages through ground stations located in Harrisburg, PA, and then later routed through a ground station in Pittsburgh, 20 minutes after the aircraft allegedly impacted the South Tower in New York. How can messages be routed through such remote locations if the aircraft was in NY, not to mention how can messages be routed to an aircraft which allegedly crashed 20 minutes earlier? Pilots For 9/11 Truth have briefly touched on this subject in 9/11: Intercepted through the excellent research of "Woody Box", who initially discovered such alarming information in the released FOIA documents(1). We now have further information which confirms the aircraft was not in the vicinity of New York City when the attacks occurred.
For the complete article, click here: http://pilotsfor911truth.org/ACARS-CONFIRMED-911-AIRCRAFT-AIRBORNE-LONG-AFTER-CRASH.html
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