Since
December of 2009 not as single journalist has been allowed access by the
Memphis - Shelby County Airport Authority to verify the damage to the five walls
directly beneath Runway 27 at Memphis International Airport. The following are images taken of the damaged
walls in April of 2010. You can clearly
see how the walls are being crushed by the weight of the new runway that passes
over the top of the tunnel. Click the
photos to see videos of the damage. –
Guy Cobb
On March 24, 2010 two lanes of Interstate 240
collapsed in Memphis. A collapse of
Runway 27 at Memphis International Airport will be 180 feet long and 150 feet
wide.
(Commercial
Appeal)
Tennessee
is Faulted in Collapse of Bridge (New
York Times 1990)
7
Bodies Recovered in Tennessee Bridge Collapse (LA Times 1989)
In
1980 a large section of the Perkins Road Bridge collapsed in Memphis killing
one person. The location of the Perkins
Road Bridge Collapse is only three miles from the Hurricane Creek Tunnel /
Runway 27 intersection.
The following presents examples of questionable
conduct by government agencies and other entities specific to the Memphis
International Airport Cover-Up. All
documentation and additional details can be found here -> Tracking.
INDEX
1.
Federal
Express Corporation (FedEx)
2.
United
States Senator Lamar Alexander (US
Senate)
3.
Federal
Bureau of Investigation (FBI)
4.
United
States District Attorney, Ed Stanton III (DOJ)
5.
Federal
Aviation Administration (FAA)
6.
Memphis
Shelby County Airport Authority (MSCAA)
7.
Transportation
Security Administration (TSA)
8.
National
Transportation Safety Board (NTSB)
(1)
Federal Express Corporation (FedEx)
“Companies are capable of improving workplace safety without
constant OSHA intervention and oversight. My company, FedEx Express, is an
example of how a company can continually improve worker safety.”
-
Scott
Mugno, Director FedEx Corporate Safety
Safety and Health Magazine (February 2002)
FAA
proposes FedEx fine for hazardous shipping (FAA Press Release July 14,
2011)
FedEx Settles $8 million
dollar whistleblower lawsuit for profiting from 9/11
The
FedEx Spy Network (Wall Street
Journal)
FedEx
Safety Director’s Letter Against Package Screening (Nov. 25, 2008)
FedEx Safety
Director’s Radiation Leak Letter (Dec 18, 2008)
The
FedEx Trent Lott Washington Lobby (Commercial
Appeal)
Shippers
Fought Full Screening of Cargo (Washington
Times)
As far back as 2005 I was warning FedEx Express and FedEx Safety
about the dangers of IED’s entering FedEx’s global package flow. I submitted the following recommendations as
a part of my FedEx 2020 document
which was consistently ignored.
Program: Hub Facility
Non-Intrusive IED Detection
OPCo’s: Express
Primary Use: Detection
of Improvised Explosive Devices (IED’s)
Diagram of the United States’ allocated radio spectrum. This includes cell phone frequencies which
are the primary mechanism used for remotely detonating IED’s
Currently there is no
manual or systematic process in place for detecting Improvised Explosive Devices
(IED’s) passing through primary FedEx sort facilities including the Memphis SuperHub. Our BCDR
area has been actively working with the U.S. Military’s Joint IED Defeat Organization (JIEDDO) by submitting potential
solutions for defeating IED’s in Iraq (IED’s are the leading cause of death or
injury in Iraq today).
The preferred method for
remote detonation of IED’s by terrorists in Iraq today is by cell phone. The cell phone hidden in a package acts as a
triggering device when called. To
countermeasure the calls, the military is jamming specific frequency/radio
waves as they move through hostile areas.
Within the SuperHub environment there is so much wireless radio
traffic, including cell phones that a jamming solution would not be
recommended. A more active/passive
solution would be to incorporate a spectrum analyzer tool along the conveyor
beltways to detect any packages entering the sort that have a live cell phone
inside. These packages could be
automatically flagged or pushed out and handled appropriately.
September
2010 = UPS cargo plane crashes after
take-off in Dubai.
October 2010 = A package bomb is removed from a
FedEx cargo plane in Dubai.
November 2010 = Congress talks about stricter
controls for cargo planes.
December 2010
= Retailers offer
“free shipping” to consumers for Christmas.
(2)
United States Senator, Lamar
Alexander
June 8, 2010: Lauren
Caldwell with U.S. Senator Lamar Alexander’s office contacts the Memphis Airport
Authority to ask what is being done to address the damage to the Hurricane
Creek tunnel walls. The Memphis Airport Authority tells her that the funding to
correct the problem was already included in their April 2010 funding request
for earthquake proofing a taxiway at Memphis International.
Listen to Senator Alexander’s staff
member Lauren Caldwell’s voicemail here.
Nov 29, 2010: Sent letter to Senator Lamar Alexander
requesting he contact the Memphis Shelby County Airport Authority to confirm
who his assistant, Lauren Caldwell, spoke with on June 8, 2010. Read letter.
No response as of today’s date.
U.S. Senator Lamar Alexander
Certified Mail Receipt
(3)
Federal Bureau of Investigation
US Post Office certified mail receipts are used to show proof that the
addressed recipient did in fact receive the letter or package sent. The certified mail receipt shown above
contains an illegible signature and the “Received By” section has been left
blank.
February 22, 2010 I mailed my documentation and cover letter to Special Agent My Harrison, Bureau Chief for the Memphis FBI Office. My cover letter stated that I had been asked to suppress and destroy information specific to the Runway 9/27 and Hurricane Creek Tunnel defect which, based upon the following, is a criminal activity.
Sarbanes-Oxley Section 802 -- Criminal
Penalties for Altering Documents
"Whoever knowingly alters, destroys, mutilates,
conceals, covers up, falsifies, or makes a false entry in any record, document,
or tangible object with the intent to impede, obstruct, or influence the investigation
or proper administration of any matter within the jurisdiction of any
department or agency of the United States or any case filed under title 11, or
in relation to or contemplation of any such matter or case, shall be fined
under this title, imprisoned not more than 20 years, or both.”
My cover letter also
specifically asked Ms. Harrison to contact me upon receipt of this information
so that I could go through the details with one of her agents. Instead no one contacted me for a month so on
March 21st, 2010 I posted the certified mail receipt you see above
on this documentation page.
24 hours after posting the receipt I received a call from
Agent Mike Saltsman with the Memphis Bureau. When I
spoke to Agent Saltsman it was clear that he had been
given this task of contacting me so quickly that he had not even had an
opportunity to read my documentation. He stated that Ms. Harrison had given my
“package” (my documentation apparently still in the envelope) to his Supervisor
and his Supervisor had passed it on to him to make the call. He stated that
when he spoke to his Supervisor that “we could not see any criminal activity”
and that someone like the FAA should probably be the ones to investigate. I
explained that I would normally agree but that the FAA was working with the
Airport Authority and FedEx Express to cover up the defect and that the FAA had
never contacted me after having received my documentation from Mike Moon with
Federal OSHA.
I told him that Brian Kuhn,
the Shelby County Attorney had written me an email explaining that the Airport
Authority was working with multiple agencies to take steps to resolve the issue
but he would not say who the agencies were. Agent Saltsman
said that it sounded like those agencies were the ones who I should work with.
I told him that I would agree but the problem again is that the Airport
Authority won’t identify who they are. As I explained my documentation to him
he became more interested primarily because this was the first time for him to
be able to read it and discuss it with me in detail; something I had tried to
get the agency to do for a month. I could tell every time his Agent’s instinct
kicked in he started to think about what I was saying but then would fall back
to “my Supervisor and I could not see any criminal activity”.
I told him that a few days earlier I had seen on the
national news where an airport in the US had had all of its terminals closed
for 30 minutes after someone found a prescription bottle in an empty wheelchair
at the airport. It turned out that the person had simply left it in the chair
by accident but that it had caused a major disruption. In comparison I told him
that here I am sending every government agency, politician and media source
over 100 pages of credible evidence of a problem with our runway and I can’t
even get any proof of any kind of inspection having taken place going on four
months. He said he could understand my frustration.
For the record I believe Agent Saltsman
realized during our conversation that he had been set up with this task after
someone called Ms. Harrison and requested she respond. This type of behavior
within the Bureau was described by FBI Whistleblower Coleen Rowley in her now
infamous 13 page memo following September 11th. Read it here:
http://www.time.com/time/covers/1101020603/memo.html
For his part, Agent Saltsman
immediately connected to my cover-up webpage multiple times after our
conversation and began studying my documentation. Here is the activity report
below:
Just two weeks after receiving FBI Agent Saltsman’s
phone call and posting the above information here on my website, this headline
appeared in the Memphis Commercial Appeal:
Read the FBI’s response to my request to investigate Ms.
Harrison’s actions in Memphis just before her sudden transfer to Washington,
D.C. Click Here.
Memphis Bureau Chief My Harrison Transferred to Washington,
D.C. Commercial Appeal link:
http://www.commercialappeal.com/news/2010/apr/07/my-harrison-top-fbi-official-memphis-leave-job-was/
I mailed a certified letter to FBI Director Mueller on April
14, 2010: Read Letter I received this receipt back on May 4,
2010. No response as of today’s date.
(4)
United States District Attorney’s
Office (DOJ):
On March 03, 2011 I mailed this letter (click to read) to the new US District Attorney for the Western District of Tennessee, Edward Stanton III, asking for help. I was both hopeful and skeptical as to whether or not I would receive any response because I knew that Mr. Stanton was a FedEx Attorney prior to his new appointment by President Obama.
On March 07, 2011 I received a call from Lori Frederick with Ed Stanton’s office at 11:23am. She said that Mr. Stanton’s office does not investigate corruption cases, they only prosecute them. She said she would “refer” my letter and documentation about the Memphis Shelby County Airport Authority to the FBI which we agreed she should do.
On March 31, 2011, not having received any communication from the FBI, I sent a certified letter to Lori Frederick with US Attorney Ed Stanton’s office asking her to send me a letter in writing confirming she sent my corruption letter and information I had sent to Ed Stanton to the FBI like she said she would. Read Letter. Below is my certified mail receipt.
On July 13, 2011, I sent this certified letter to Ed Stanton asking that he respond. Read Letter.
I have not received a response as of today’s date.
The following is a list of campaign contributions by FedEx employees to Edward Stanton III for Congress in 2005 and 2006.
|
Frederick W Smith (FedEx Corp/President & CEO) Alan Jr Graf (FedEx/Executive VP -
CFO) Barak Babcock (FedEx/Attorney) Ann Dickey (FedEx/Staff Vice President) |
|
Pamela Pitts (FedEx/Vice President) |
|
Clint Saxton (FedEx/Managing Director) |
|
Ann Dickey (FedEx/Staff Vice President) |
|
Justin Ross (FedEx/Attorney) |
|
Kathleen Chambers (FedEx/Staff Director) |
|
Ernest Cherry (FedEx/Attorney) |
|
Virginia Connors (FedEx/Attorney) |
|
Daniel D'all (FedEx/Managing Director) |
|
Alan Dabdoub (FedEx/Attorney) |
|
James Ferguson (FedEx/Staff VP) |
|
Thomas Grow (FedEx/Attorney) |
|
Gregg Gumbert (FedEx/Attorney) |
|
Michael Hagan (FedEx/Managing Director) |
|
Michael Higginbotham (FedEx/Attorney) |
|
Connie Lensing (FedEx/Vice President) |
|
Cynthia Matthews (FedEx/Engineer) |
|
Richard McConnell (FedEx/Attorney) |
|
Michelle Miller (FedEx Trade Networks/CFO) |
|
Rush O'Keefe (FedEx/Sr. Vice President) |
|
Robbin Page (FedEx/Attorney) |
|
Francis Paulson (FedEx/Attorney) |
|
Penelope Register (FedEx Trade Networks/VP & Gen. Coun) |
|
Richard Roberts (FedEx/Managing Director) |
|
Robert Ross (FedEx/Attorney) |
|
Steven Taylor (FedEx/Vice President) |
|
Paige Williams (FedEx/Attorney) |
|
Scott Young (FedEx/Staff Director - Legal) |
|
Derrick Morris (Memphis City Schools/Accountant) |
|
Justin Ross (FedEx/Attorney) |
|
Ernest Cherry (FedEx/Attorney) |
|
Michael Gabel (FedEx/Attorney) |
|
Connie Lensing (FedEx/Vice President) |
|
Richard Roberts (FedEx/Attorney) |
|
Justin Ross (FedEx/Attorney) |
|
G.C. Washington (FedEx/Attorney) |
Edward Stanton III and Kenneth Star campaign contributions to Harold Ford Jr.’s US Senate campaign in 2006. Link to Federal Election Commission page -> Click here.
March 2, 2011
Kenneth Starr conviction.
(5)
The Federal Aviation Administration
(FAA):
The FAA’s Whistleblower Protection Program was sent my documentation by Federal OSHA investigator Mike Moon on 12.15.2009. Ron Rifenberg, Manager of the FAA’s Whistleblower Protection Program left me a voicemail on 05.06.2010 explaining that they did receive my information related to a “potential runway collapse” but it was “lacking some detail” so it was never assigned to an investigator. Click to hear Mr. Rifenberg’s voicemail (.wav file).
When I wrote to my Federal OSHA Investigator Michael Moon about this, this was his response:
“Mr.Cobb:
A copy of the original complaint is the only document OSHA sends to the FAA
regarding AIR-21 complaints we receive. I forwarded a copy of your
November 30, 2009 email complaint (sent at 2:27 p.m.) to the FAA on December
15, 2009.”
MichaelMoon
Whistleblower Investigator
I attempted to contact Mr. Rifenberg four more times but he would not return any of my calls and sent me a letter on May 11, 2010 stating the following:
“After reviewing your complaint, it appears it does not
contain any safety specific allegations that are necessary to initiate an
investigation.”
Ron Rifenberg
Manager, FAA Whistleblower Protection Program
By May 18th, 2010 (one week later) Mr. Rifenberg had suddenly reversed his May 10th decision and sent me this updated response:
“Your complaint
has been forwarded to the FAA’s Office of Airports for investigation of any
safety issues mentioned in your complaint with instructions to report back to
this office with the preliminary results of their investigations within 45
days.”
Ron Rifenberg
Manager, Whistleblower Protection Program
Watch Congress grill FAA Director who believes the rights of
FAA employees are more important than those of the flying public. Scary.
April 15, 2010: A FedEx Pilot on the Airline Pilots Central website confirms that FedEx Express and the Memphis Airport Authority Engineers conducted their own runway inspections [without any FAA oversight]. Only the FAA can certify or “conclude” that a runway is safe. Here is his post:
“The
FedEX and MIAC engineering departments have all
reviewed Mr. Cobb's reports and have concluded that there is no threat to RWY
09/27 operations nor is there a threat to commercial or private aircraft.”
May 19, 2010: The Memphis Airport Authority pays $70,000 to
their existing contractor, Kimley-Horn, to produce a
study of the Hurricane Creek tunnel. The
report states that there is a misaligned wall in the tunnel caused by a
misaligned form when the wall was constructed. The study does not report that
all five walls are misaligned in the same place and that location is directly
beneath Runway 9/27.
June 29 2010: After reporting the damaged walls to the
FAA’s Whistleblower Protection Program and the FAA’s Hotline, we now know that
the FAA chose not to inspect the runway or the tunnel for damage. The FAA, to avoid any liability and
negligence, deferred to the Kimley-Horn report.
This New York Times story
provides some insight into why the FAA would have allowed Memphis
International’s Runway 9/27 to pass inspection for more than a decade in the
condition you will see in photographs below: FAA Inspectors
Say FAA Ignored Violations.
Look safe to you? Google Earth
satellite image of Runway 9/27 at Memphis International taken on February 28,
2004. Red arrows clearly show location of
large fractures directly above the Hurricane Creek tunnel. The Memphis Shelby County Airport Authority
identified these fractures as “open cuts” from 1985 (made nineteen years
earlier).
Same 2004 image reversed to a negative to
show runway fractures more clearly.
Below is the FAA’s June 2004 Runway Safety Inspection
& Airport Certification for Memphis International Airport. Despite the serious fractures clearly shown
in the 2004 Google Earth images above, no “Cracks” or “Surface Variations” were
reported. A check in the first column
represents “Satisfactory”. See full 2004
inspection report below.
Page 2 of FAA Inspection Report
This is a Microsoft Bing image of the old asphalt runway in 3D. This section of the runway is directly above the tunnel. The elevation readings from left to right in this location are 264’,263’,262’,261’,262’,261’. This section of the runway is where the lowest part of the “profile deficiency” was located described by Ajax Pavement in Wayne Risher’s Commercial Appeal story:
“The contractor, Ajax Paving Industries, and
subcontractors also corrected a "profile deficiency," a dip of as much
as three feet in a 1,500-foot-long section at the eastern end of the runway.”
Based on this structural diagram below of the new runway at this same location, the “profile deficiency” was not three feet, it was actually more than seven feet. The top surface of the new runway is now at 268’ where it was previously at 261’.
(6)
The National Transportation Safety
Board (NTSB) story:
Below is a response letter from
NTSB Director of Aviation Safety, Thomas E. Haueter. I have retyped his text below. Click here to see his original letter. My letter to Chairman Hersman
is here.
“Dear
Mr. Cobb:
I am
writing in response to your December 30, 2009, letter regarding the National
Transportation Safety Board’s (NTSB) investigation of the September 19, 2004,
accident in Memphis, Tennessee, involving a FedEx MD-11 that struck the runway
with its tail during a go-around maneuver.
In
your letter, you expressed concern about the condition of runway 9/27 at the Memphis International
Airport and the effects of a tunnel that runs beneath the runway. A review of the NTSB’s investigation revealed
that the accident airplane had already experienced the bounced landing and tailstrike before reaching the areas of concern described
in your letter. However, I appreciate you bringing this matter to our
attention, and I thank you for your interest in aviation safety.
Sincerely,
Thomas E. Haueter
Director,
Office of Aviation Safety”
Watch Congressman Oberstar question the NTSB about the deadly
bridge collapse and NTSB investigation in Minnesota.
Mr. Haueter’s letter is quick to dismiss the FedEx MD-11 accident in 2004 to a “bounced landing” and makes no attempt to address the condition of the 60 year old runway at the time of the accident nor the fact that the runway was immediately repaved after the accident.
The NTSB states in their report that the accident was pilot error caused by a bounced landing but the reality is that the MD-11 landed 30 feet off-center which would not have been a problem on a modern concrete runway but because the plane landed on a runway Memphis Airport Authority President Larry Cox called “antiquated” the plane’s tires became offset from the runway’s two separate keel beams which are like 8 foot wide concrete paths for the airplane’s rear tires. A landing 30 feet off-center would have placed the MD-11’s rear tires onto the asphalt sections of the runway which, as you can see in the photographs below, was in very poor condition at the time of the accident.
This off-center landing combined with the “antiquated” condition of the runway could have been the reason both pilots reported that the plane landed normally but then suddenly “pitched upward”. The NTSB report states the plane pitched upward about three feet then came back down causing it to bounce. I would think that this set of events would exclude the use of the term “bounced landing”.
In addition, the length of Runway 9/27 is just under 9000 feet. Once a plane lands on the Runway 9 end from the West (Runway 27 is the same runway but on the opposite end for landings from the East) it will have covered a third of the runway, or approximately 3000 feet. The NTSB report states that once the tailstrike took place, the tail was dragged for between 3000 and 4000 feet. This would mean that although Mr. Haueter will not acknowledge the condition of the runway, the evidence shows that the tailstrike would have dragged across the Hurricane Creek tunnel which may have caused additional damage to the tunnel’s structure at the point directly below the runway.
This may be one of the reasons the Memphis Airport Authority has prevented any inspections of the tunnel for damage over the past four months as well as blocking our FedEx BCDR team from viewing the two inner tunnels in 2006.
This is a satellite image of Runway 9/27 taken in February of
2004. The FedEx MD-11 accident took
place seven months later on September 19th. The two red lines above represent
the outer edges of the 60 foot wide “keel landing zone” which runs down the
center of the runway.
Same photograph but red lines represent the path of the FedEx MD-11’s
landing which was 30 feet off center. This particular location of Runway 9/27
is directly above the Hurricane Creek tunnel. The MD-11’s tailstrike
was stated as having started further to the left and then dragged from 3000 to
4000 feet which would have carried the tail directly across this section.
This is a 2005 satellite photograph of the repaved asphalt runway
following the FedEx MD-11 accident in September of
2004. You can see where the asphalt is
beginning to have problems in the same location where the 1985 “open cuts” were
made to install the Hurricane Creek tunnel.
Here is the link to the NTSB’s narrative for the accident: NTSB number DCA04MA082. Note the discrepancy in the report as to whether the plane landed 20 feet off center or 30 feet off center.
http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20041209X01953&ntsbno=DCA04MA082&akey=1
One other note about the MD-11 accident. As much damage as there was to the MD-11’s airframe and the near catastrophe to the heavily populated area surrounding the airport, I have been unable to find any mention at all of the accident in the local press. This is suspect in that either the press buried the story or the FAA, FedEx Express, and the Airport Authority were able to keep the accident quiet.
(7)
Memphis Shelby County Airport
Authority (MSCAA):
The Memphis Shelby County Airport Authority has been unable
to prove that the $45 million dollar revolving credit line that they applied for
and received from Regions Bank was legal under their current charter.
The Memphis Shelby County Airport
Authority’s 2009 Comprehensive Annual Financial Report states:
The Authority has the power to issue bonds to accomplish any of
the purposes authorized by the Metropolitan Airport Authority Act of Tennessee.
All bonds shall be payable solely from the revenues, income and charges of the
Authority and such bonds shall not constitute an obligation of the City or
County.
Within this same report you will find this
statement specific to replacement of Runway 9/27:
The Authority has obtained a $45,000[000] revolving line of
credit with a bank. The purpose for this line of credit is to provide temporary
funding for the reconstruction of runway 9/27 and improvements to taxiways
alpha and victor. At June 30, 2009, the Authority had not drawn on this line of
credit. Future draw downs, if any, will be repaid with Federal grant
reimbursements received by the Authority.
I cannot locate any
documentation which states that the Airport Authority has the authority to
apply or pay for a revolving credit line from a Commercial/Retail bank. The Airport Authority has been
unwilling to confirm if the Memphis Shelby County Airport Authority Board of
Directors approved this loan prior to the application
with Regions Bank.
The follow is the response from Sara Hall,
the Airport Authority’s Legal Counsel:
“First, FedEx did not loan MSCAA
any money for reconstruction of Runway 9/27 or for any other purpose. MSCAA
obtained a 45 million dollar line of credit from Regions Bank as a
precautionary measure as we had and have a number of FAA grant eligible
projects for which we were and are receiving grants, including Runway 9/27. Because
the timing of those grant reimbursements from the Federal government cannot be
predicted with certainty, we obtained a line of credit which would be more than
sufficient to accommodate the most extreme of delays in grant reimbursement.
The obtaining of a line of credit, which we have yet to draw upon, was a
prudent financial decision which protected MSCAA from potential delays in
federal reimbursement. “
“MSCAA received FAA entitlement
grants for the reconstruction of Runway 9/27 and did not receive any federal
stimulus funds. MSCAA funds on hand were
used to fund Runway 9/27 costs and periodic reimbursement requests were made
and funds received from the FAA.” – Sara
Hall
Here is the 2009 Financial Report Link:
http://www.memphisairport.org/
In addition, the Airport Authority
never asked for a second party to check the AFRAM Corporation’s
calculations. Instead the same engineer,
Benjamin Bovee, submitted an updated version of their
report.
‘We have an active contract to evaluate the
ability of the airfield and all supporting infrastructure to safely handle the
B777. This includes the structural integrity of all drainage structures
under the taxiways and runway. In effect we will have a second party check Afram's
calculations and recommendations under this contract’
– Tom Clarke (former Memphis Airport Authority
Chief Planner).
Original structural diagram of the Hurricane Creek tunnel’s interior
walls showing the #4 @ 12” rebar locations. The
original AFRAM study stated the interior walls would need to have at least #8 @
6” spacing to support an aircraft of the size and weight of an A-380 Airbus.
On November 28, 2008, just three weeks after I sent my original Enterprise Vulnerability Report to FedEx Express’ Randy DiGirolamo, the following interview with MSCAA CEO Larry Cox suddenly appeared in the Memphis Daily News announcing the complete replacement of the 65 year old Runway 9/27:
Larry Cox, airport
authority president and CEO, said the runway is simply too antiquated to serve
the needs of a 21st-century airport and needs to be updated.
“The runway was built
by the military after World War II, and it just simply is not capable of
continuing to handle the amount of traffic that we have, particularly the very
heavy, wide-bodied airplanes of FedEx,” he said. “This project is
extraordinarily crucial to us to maintain our role as the engine of the local
economy and to support the continued growth of FedEx Express.”
The Memphis Airport Authority has been unwilling to provide the name of the insurance carrier for their $540 million dollar policy nor how they arrived at the coverage amount.
They have also been unwilling to provide any contact information at Regions Bank to confirm the specifics of their $45 million dollar line of credit.
(8)
TheTransportation Security Administration (TSA at Memphis International Airport) :
Why wouldn’t the TSA’s Security Director at Memphis
International respond to my Hurricane Creek Report for 47 days and then
suddenly FedEx me a letter to stating the TSA is the wrong department, I need
to contact the FAA? For the record, the
FAA has already had my report since December 15, 20009 (for almost four months
and has never contacted me). The reason
Tennessee Homeland Security sent my report to the TSA in Memphis is because the
FAA is one of the primary sources of fraud taking place at the airport. Here is Director McCarthy’s letter:
April
7, 2010
RE: Enterprise Vulnerability Study 001,
Memphis Runway 9/27 at Hurricane Creek
Dear
Mr. Cobb
The Tennessee
Department of Homeland Security forwarded a copy of your study [47 days
earlier on February 19, 2010] to my office. This was in error as the subject of your
study is not within the statutory purview of the Transportation Security
Administration (TSA). By law, TSA is
responsible for aviation and transportation security. Aviation safety and air carrier operations
are properly within the purview of the Federal Aviation Administration.
Please
understand that TSA Memphis will take no action on your study. You should not expect any further response
from my office.
Sincerely,
Kevin G. McCarthy
Transportation
Security Administration
Federal
Security Director
Memphis
International Airport
This is a November 1, 2006 photograph of the Hurricane Creek Tunnel at Memphis International Airport. The three walls at the center of the tunnel are the only supports beneath Runway 9/27 which crosses directly over the tunnel. The tunnel was constructed in 1985 and is maintained by both FedEx and the Memphis-Shelby County Airport Authority.
IF YOU HAVE INFORMATION YOU WOULD LIKE TO SHARE ABOUT HURRICANE CREEK, ANONYMOUSLY OR OTHERWISE, YOU MAY CONTACT ME AT guy@guycobb.com
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This documentation and the author, Guy Cobb, are protected by the United States Sarbanes-Oxley Act of 2002 Section 806 -- Protection for Employees of Publicly Traded Companies Who Provide Evidence of Fraud; the False Claims Act; the Wendell H. Ford Aviation Investment and Reform Act For the 21st Century (AIR21) Public Law 106-181, April 5, 2000 49 USC Section 42121 Subchapter III – Whistleblower Protection Program and the American Reinvestment & Recovery Act, Article 4 Section 1553. |
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