Just received this email from Captain Dan Hanley
As you are aware, Dan Hanley has case reference S202000617032 lodged with your organization.
He is a friend, and I am aware of his undertakings with the FAA to disclose the BHUAP systems aboard Boeing aircraft.
My belief is that Airbus aircraft also have this system installed.
I understand the FAA is disputing the installation of the Boeing Honeywell Uninterruptible Autopilot, alleging that although it was patented, it had never been installed in any aircraft. The FAA appears to be refusing to address and action the concerns Captain Hanley has raised with the FAA.
The information I provide below will validate that it does exist, and is installed in operating aircraft.
This is largely unknown by flight crew and airlines, essentially meaning any aircraft with the BHUAP system installed is being operated illegally because of the lacking knowledge of the existence of it, what it does, and how it works. This is in no way any reflection of any negligence by aircrew or airlines, simply that they hold an honest ignorance.
Boeing Patent BOEING BHUAP PATENT PDF.pdf
Retired Captain Field McConnell – also a friend of both myself and Captain Dan Hanley – brought a Civil Court Case against Boeing to force them to expose the BHUAP system aboard their aircraft. It is my understanding that although the case was thrown out by a fraud against the Court, Boeing admitted to the systems three days after the law suit was filed.
As mentioned by Patent Application Attorney, Ryan Connell Durham, from Dunkirk, Maryland, USA:
“You can proceed to make and sell a product embodying your invention while a patent application is pending…
…The process of obtaining a utility patent can take 2-5 years or more.”
Captain McConnell has prepared a document outlining the BHUAP system; I quote a small portion, below.
“In late 1996, a laptop and a Mode-S Transponder was used by a Dalfort Aviation Services Engineer on a Grenough Airlines Boeing 757 to initiate the BHUAP system and take Uninterruptible control of the autopilot during an autopilot return to service flight test (weight off wheels and autopilot receiving simulated air data). The witness, an Avionics Technician named Wayne Anderson, was aware that the means by which the aircraft was being controlled did not appear on the type wiring diagrams. This is because BHUAP is embedded into the AIMS software and is not an extra ‘wired in’ system.
Wayne Anderson explained that the engineer was able to change autopilot settings such as heading, speed and altitude simply by uplinking new values to the Flight Management System at will, the aircraft’s autopilot system received the new settings and took action to accomplish them.
We would contend that this erratic flight trajectory was aimed at simulating an in-flight emergency of some sort, such as a cockpit struggle or a gyroscope failure.”
This then dispels the myth that the BHUAP system couldn’t have been installed. In fact, my case investigation into the ‘disappearance’ of Malaysia Airlines flight MH370 [9M-MRO], on March 08 2014, firmly asserts that the BHUAP system and the Air Tranquilizer Injection [ATI] componentry of that system facillitated this ‘event.’ It is my belief after investigating the subsequent July 17 2014 case of Malaysia Airlines flight MH17 [9M-MRD], that the same system was utilized. The truth behind MH17 has never been presented to the public, and there is substantial evidence to prove what happened with both flights, including their connections to each other.
I would expect that the appropriate division[s] of the Federal Aviation Administration do their job as mentioned below and within “Our Values” on your website, https://faa.gov/about/mission/