Firm Also Reveals Theft of Aegis Ballistic Missile Defense System, and Possible Compromising of F-22 and C-17 Technology, by China Following previous releases in February 2006 and March 2007, Global Heavylift Holdings, LLC, a Florida incorporated and Defense Logistics Agency (DLA) listed entity with principal offices in Bloomfield Hills, Michigan, will continue its pursuit of an USD18.4B capital raise to implement a US/NATO-controlled Heavy and Outsized (H&O) air cargo industry utilizing new and used modestly modified variants of C-17 for commercial missions, while still meeting USAF operational standards as part of Civil Reserve Air Fleet (CRAF) organic airlift augmentation. (GOOGLE SEARCH: Global HeavyLift Holdings, LLC; also Commercial Application of Military Airlift Aircraft (CAMAA) )

1. Global HeavyLift States Boeing C-17 Production Must Be Maintained;
Pursues BC-17
Global HeavyLift Holdings,LLC, says C-17 production critical to
national/economic security. Firm pursues USD18.4B raise for Commercial
C-17(BC-17)-based US Heavylift industry; reveals China theft of Aegis
BMD, possibly F-22.
Chicago, Illinois 05/31/2009 - Following previous releases in February 2006 and March 2007,
Global Heavylift Holdings, LLC, a Florida incorporated and Defense Logistics Agency (DLA) listed
(www.ccr.gov) entity with principal offices in Bloomfield Hills, Michigan, will continue its pursuit of
an USD18.4B capital raise to implement a US/NATO-controlled Heavy and Outsized (H&O) air
cargo industry utilizing new and used modestly modified variants of C-17 for commercial missions,
while still meeting USAF operational standards as part of Civil Reserve Air Fleet (CRAF) organic
airlift augmentation. (GOOGLE SEARCH: Global HeavyLift Holdings, LLC; also Commercial
Application of Military Airlift Aircraft (CAMAA) ) WIKIPEDIA:
http://en.wikipedia.org/wiki/Commercial_Applicatio...
quot; The current and real threat to C-17 line continuance concomitant with the core role this aircraft
plays in our existent and long-term plans for wresting control of the H&O air cargo industry from
our Russian and Ukrainian friends, whilst allowing them to maintain a symbiotic role with the
heavylift market-proving Antonov AN-124 Ruslan, serves as a strong impetus to assist in the
preservation of C-17, not for just the next 2 years, but for the next two decadesquot;, says Myron D.
Stokes, Managing Member. quot;A status, mind you, that C-17 richly deserves as an aircraft
unparalleled in its tactical/strategic airlift capacity. And, given the fact there is no replacement on
any horizon for an airlifter with capabilities anywhere near C-17, proposing its termination
approaches the realm of the irresponsible.quot;
As for Secretary of the Air Force Donley's comment to the extent if the AF needed more airlift,
quot;They could always retrofit more [35-42 year old] C-5squot;, Stokes observes that without complete
control of the air in a battlespace -the intended role of F-22- very large, minimally maneuverable
C5s (not to mention requiring significant air operations infrastructure) would be nothing more than
fodder for the cannons and missiles of enemy fighter craft.
Stokes also stated his team will support Antonov's late 2009 efforts to restart AN-124 production at
Ulyanovsk, Ukraine, through as yet undisclosed means. The DoD continues to contract
Russian/Ukrainian government controlled entities operating AN-124 to make up for in-theater airlift
capacity shortfalls in Iraq and Afghanistan.
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2. The company is right now in process of establishing aircraft operations offices (to anchor four
global epicenters in the US, Europe. Middle East and Asia) with one of its strategic air partners in
Oakland and Washtenaw counties, Michigan.
quot;Our strategy, as announced in February 2006, outlined a non-traditional business model involving
a primary focus on acquisition of the necessary intellectual resources from within industry and
government to craft a blueprint for a new global industry. It continues to evolve in content and
depth, but has remained largely intact owing to built-in project execution flexibility architecturequot;,
says Stokes.
quot;In light of the on-going fight, and it is a fight, if not out and out political war, for preservation of C-
17, whose production constitutes so large an economic foot print as confirmed by the Department
of Commerce (DOC) in its still quite viable C-17 Industrial Base Impacts Study of 2005/2006, our
team is resolute in its support.quot;
(Note to editors: A copy of this quasi-public study is available upon request)
According to Stokes, the criticality of retaining an aircraft that effortlessly transitions between
strategic and tactical airlift missions as demanded by 21st Century conventional (the military build-
up of China; nuclearization of Iran and North Korea; re-emergence of Russia as a power broker,
etc) and asymmetric war (Terrorist operations with global reach) threats/realities compells listing
the following informational absolutes to clarify, if not neutralize, assertions being made by C-17
detractors:
1. Secretary of Defense Gates, with all due respect, has no truly substantive, credible data to
support his intent to kill C-17. Although initially publicly supportive of ending C-17 production at
180 (now 205) as suggested by the never released to public Mobility Capabilities Study (MCS,
2005/2006) and 2006 Quadrennial Defense Review (QDR)http://www.defenselink.mil/qdr/ which
echoed MCS findings, former SECAF Michael Wynne and Chief of Staff Gen. Michael Mosely
strongly recommended against line closure, and were fired last year as a result. It was this, not the
quot;inadvertentquot; flight of a nuclear-armed B-52 across country, that played a significant role in their
dismissal. The data the SECDEF refers to as quot;internal Pentagon analysesquot; is that developed by
the Pentagon Office of Program Analysis and Evaluation (PA&E) in collaboration with RAND
Corporation, and exists in the form of the Mobility Capabilities Study mentioned above, which was
completed in late 2005 after several delays. This study was promptly debunked by the GAO (and
to former SECDEF Rumsfeld in a strongly worded letter prior to its quot;releasequot;)
http://www.gao.gov/products/GAO-06-938 and subsequently by Congress as being based on
flawed analytics and inapplicable, outdated, conflict assumptions.
Comments to the effect that a new study ordered by Congress quot;Will reach the same conclusions
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3. as the firstquot; should be suspect.
By all rational indications, the directives given to PA&E were designed to ensure an end of C-17
production in favor of C-5A and B retrofit, and inclusion of a much-delayed EADS/Airbus A400M
(despite its inability to carry an Abrams Tank) in USAF inventory.
2. Before the MCS was completed, capable academics and researchers in industry and
government were advised in advance of the quot;releasequot; of its findings and promptly developed a
countering study -co-sponsored by the USAF- as it pertained to industrial base impact. This was
particularly important owing to an element of MCS concluding that industrial base impact would be
negligible. As those lawmakers who were able to receive a copy of the DOC study before it was
rendered inacessible ascertained, it reached a diametrically opposite conclusion.
3. The intent of the DoD to kill two critically important elements of national security, C-17 and F-22,
comes on the heels of the confirmed (by Lockheed-Martin) theft by China of the Aegis Ballistic
Missile Defense System (BMD) through a front company posing as an LMCO supplier. The Aegis
is core to US Naval offensive/defensive capabilities, while being systemically interlinked to the
whole of network-centric US military operations. Moreover, there is every reason to believe that F-
22 Raptor and C-17 technologies have been compromised as well, owing to the relative ease with
which Aegis was acquired. The Chinese clone was initially introduced on Luyang II-class
Destroyers in 2005/2006 (derived from Sovremenny-class Russian vessels) and in all likelihood
incorporated, among other capitol ships, within the now operational 67,500 ton Adm. Kuznetsov-
class aircraft carrier Shilang purchased from Ukraine.
4. Transformational Recapitalization, an acquisition process well articulated by national security
strategist Dr. Sheila Ronis in a Defense AT&L (November 2004) analysis quot;Transformational
Recapitalization: Rethinking USAF Aircraft Procurement Philosophiesquot;, holds the key to virtual
elimination of Congressional/Presidential budget wrangling, while simultaneously taking large
steps towards achieving oft-stated goals of governmental expenditure equilibrium. GHH will
initialize this process through acquisition -following Congressional resale approval to the USAF- of
first generation quot;Aquot; model C-17s, currently constituting approximately 54 aircraft at a price ranging
between USD90M-140M. The money paid to the USAF, subsequent to a necessary change in
scoring law, flows back into their coffers, thus recapitalizing it. Another modification of existing
budgetary law would require that these funds are used to acquire new C-17s only, therefore
keeping Long Beach and St. Louis assembly lines open, as well as maintaining the irreplaceable
design, engineering and supplier base.
Utilization of A-model C-17s from AF inventory allows GHH H&O commercial operations to begin
sooner, and profitability to be achieved in a shorter timeframe, while maintaining these aircraft at
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4. mandated AF operational standards and immediately available in times of national emergency.
The aircraft will be available for peacetime organic airlift augmentation at all times. Notably, the
used aircraft scenario does not require Boeing's participation, other than contracted and mandated
major maintenance, or approval.
5. Concurrent with required Congressional approval for USAF resale of first generation C-17s,
FAA exemption to FAR Part 14 CFR 21.27 -a reg requiring that all aircraft declared quot;military
surplusquot; are re-certified to operate in US airspace- must be obtained. GHH maintains, as did
Boeing in a previous petition, they are not surplus, owing to mandated inclusion in the Civil
Reserve Air Fleet and continuous Air Mobility Command mission undertakings. Also, thanks to an
impeccable C-17 safety record since becoming operational in 1993 (Iraq War sustained missile
strikes and unintentional wheels-up landings at Bagram Air Base, Afghanistan, notwithstanding)
there should be no viable concerns in this arena.
quot;We will not only continue to pursue the necessary resale language from Congress, to be
contained within the 2010 or 2011 budget, but FAA exemption from 14 CFR 21.27, perhaps with a
little prodding from the DoD. Furthermore, this continued exemption quest will be undertaken
separate from Boeingquot;, says Stokes.
quot;The 18.4B funding strategy that will permit acquisition of up to 60 C-17As and 40 new aircraft,
and hopefully include the even more capable B variant proposed, remains as a quadruple and
simultaneous raise in the US, Europe, Middle-East and Asia. This approach continues viable as it
was designed with the understanding of a possible financial sector melt-down over a year before it
occurred.
quot;As of now, and towards the above objective, we have identified accessible resources up to
USD5B. Conversely, in the middle of an economic war and a much more dangerous world, it is our
intent, through the heavylift initiative, to be part of the profound economic revitalization efforts
ongoing; at least to the extent humans can shape the outcome they want.quot;
Recognizing the absolute necessity of international C-17 sales to its continued production, GHH,
while working with foreign governments to establish the four global aircraft operations epicenters
outlined within plan data, encouraged them to acquire -and if already in inventory, acquire more-
C-17s for both military and commercial use as a condition of purchase. Such overtures were made
to the UK, Belgium, Japan and The Sultanate of Oman governments, among others.
quot;Many dedicated people in industry and government have worked very hard, and made many
sacrifices, over the past near decade to preserve C-17 and to create a US/NATO-controlled
heavlift industry with the BC-17 variant,quot; says Stokes.
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5. quot;For all of us intensely involved in this project; from New York to Washington; from Detroit to
Chicago; from St. Louis to Los Angeles and Long Beach, failure... is not an option.quot;
About Global HeavyLift Holdings, LLC
Founded in 2002, GHH is a strategic air transport solutions that was born of a multi-year
public/private effort among forward thinkers in both the private sector and government to mitigate
emerging and observable vulnerabilities in the U.S. industrial base global supply chain. Such
vulnerabilities are represented by the fact that no ocean-borne shipping is in U.S. hands at
present, thus potentially subjecting American corporations, especially automotive, and their global
operations to the whims and perhaps economically hostile activities of and by foreign
governments. Add to this the risk of terrorist activities, which have, according to the Department of
Homeland Security, targeted maritime operations; i.e., ships, ports and ocean containers.
Defense Logistics Agency (DLA) listed, (http://www.ccr.gov/) it is the goal of GHH and its strategic
partners around the planet to work with key logistics personnel within these corporations and
government agencies to conceptualize, craft and structure long-term global supply chain
alternative transportation methodologies through continuous -- not stop gap or emergency -- air
augmentation solutions. Its most important mission, however, has been in the co-development of
global architecture for infrastructure of a new American controlled industry, Heavylift, utilizing the
excellent airlift performance characteristics of the Boeing BC-17.
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6. Contact Information
Gabriella Barthlow
mstokes@emotionreports.com
248 310 2650
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