Sampling of Aviation Disasters Caused
Or Enabled by Corruption and Cover-Ups
The book, History of Aviation Disasters: 1950 to 9/11, by former federal aviation safety agent Rodney Stich, is based upon government documents and what the author−a federal investigator holding key oversight responsibilities at United Airlines−and other inspectors, discovered.
The documented pattern of hard-core misconduct within the FAA, responsible for a long list of preventable aviation disasters and deaths, played a role in encouraging and insuring the success of the four groups of terrorists that hijacked four airliners on September 11, 2001.
The corrupt culture within the FAA resulted in in a standard pattern of refusing to order the simply changes reported by federal air safety inspectors that would have prevented the September 11 hijackings−and many others during the preceding 40 years. As a result of documented arrogance, corruption, and criminal acts, over 4,000 men, women, and children, were killed in a brutal manner, and brought about catastrophic financial and personal consequences, plus enormous threats to national security. Many people, beyond the comprehension of almost everyone, became enablers in the nearly 3,000 deaths on 9/11, and many others prior to that date.
The following fatal crashes were directly involved with the pattern of arrogance and documented air safety and criminal misconduct officially reported against United Airlines and FAA management personnel. These records are in Stich's possession. These corrupt acts, some of which are detailed and documented in Unfriendly Skies: 20th & 21st Centuries, played a major causative and permissive role in many air disasters.
Further, the same misconduct associated with a long line of preventable airline disasters was similar to the misconduct responsible for other tragedies, including the housing and financial frauds that are dramatically affecting the lives of most Americans today. The corruption responsible for thousands of preventable deaths in the aviation environment did not and does not exist in ma vacuum. It has mutated throughout the United States.
UAL Crash into New York City:
Forerunner to 9/11
The world's worst airline disasters at the time that Stich was an FAA airline safety inspector was the United Airlines DC-8 crash into the heart of New York City. It was one of the crashes that caused the FAA to give to FAA inspector Rodney Stich the hands-on assignment to correct the conditions responsible for the worst series of airline disasters in the nation's history (and certain key people at United Airlines was responsible for the majority of them).
The direct cause of the crash was the pilot's incredibly poor performance, which arose from the documented refusal by United Airlines personnel to provide legally required training and competency checks to its crewmembers, falsification of its safety records, threats upon federal air safety inspectors who sought report and take corrective actions on these matters. And much more.
By pressuring FAA management to ignore these major safety violations, United Airlines management personnel played key roles in a 20-year-pattern of fatal crashes associated with these problems, and played a key role in the FAA culture. This culture resulted in FAA refusal to order the simple corrective actions that would have prevented many fatal airline crashes, including the September 11, 2001, terrorist hijackings that would have been prevented by ordering two simple corrective measures. The danger of fatal hijackings was obvious from their repetitive happenings, and as reported by federal air safety inspectors−including Rodney Stich−along with the simple corrective actions that by law FAA management were required to order.
Ironically, the next airliner crash into New York City after the United DC-8 disaster occurred on September 11, 2001, made possible by the same corruption within the FAA and United Airlines. Another irony, key people at United Airlines had threatened the two inspectors seeking to correct the problems resulting in a series of air disasters. In this way they aided in the continuation of the corrupt culture within the FAA that would result in other United Airlines crashes−and the September 11, 2001, tragedies.
As usual, none of the people whose conduct enabled these great tragedies to occur ever suffered any personal or financial loss. On the contrary, they profited, while the people who attempted to report and halt the misconduct paid heavily. This same culture is everywhere in the United States. Most recent examples are the people whose misconduct enabled the conditions to exist that made it easy for four groups of relatively unsophisticated terrorists to hijack four airliners and kill nearly 3,000 people. Another recent example of the personal and financial harm resulting from know and repeatedly reported misconduct is in the current worsening housing and financial frauds.
UAL Crash at Denver
United Airlines DC-8 crash at the Denver airport, in which many of the passengers were cremated alive. The direct causes of the crash arose from refusal to perform legally required training and competency checks, felony falsification of federally required safety records, threats against inspectors by United Airlines and FAA management personnel, and other problems.
UAL Crash at Salt Lake City
United Airlines Boeing 727 crash at the Salt Lake City airport, another crash in which many of the passengers were cremated alive. The official report by the NTSB on the causes of the crash and deaths included:
Dangerous high-sink-rate approach by the captain.
Poor performance of the flight engineer for failure to shut off the fuel pumps and the fuel supply valves, which resulted in fuel being poured outside the aircraft when one of the fuel lines broke.
Poor performance of the crew in evacuating the passengers after the aircraft had come to a stop. At that time, none of the occupants were injured.
What the NTSB political board members deliberately withheld from that report included the following:
FAA safety inspector-investigator Rodney Stich had repeatedly reported the dangerous high-sink-rate practices by pilots at United Airlines.
Stich had made an official report of that same captain as having a dangerous high-sink-rate approach practice, which Stich observed on an enroute flight check from Chicago to Denver via Omaha.
The FAA suspension of federal safety investigator Stich from all inspection duties after Stich had reported an even more dangerous high-sink-rate approach by a senior United Airlines captain, Bart Stephens, and senior union member while landing at Los Angeles International Airport. The pilot's union and the airline put pressure on to remove Stich from his safety functions, a common practice at that airline that had unusual control over the government's aviation safety personnel.
That NTSB members had been repeatedly told by that FAA inspector about the massive safety violations, some of which were felonies involving falsified records on major safety requirement that were never accomplished.
The repeated reports by FAA inspectors of safety problems, safety violations, and even criminal violation, at United Airlines, associated with falsely reporting in government-required safety records that major safety requirements relating to crewmember training had been accomplished when in fact they were not. That saved the airline many millions of dollars, and the practice continued from one preventable aviation disaster after the other.
The overall safety problems involved in a long line of airline disasters involving United Airlines and the culture within the FAA included:
Unlawful refusal by United Airlines to provide legally required training and competency checks to the cockpit crew members.
Falsification of federally required safety records.
Threats by key United Airlines personnel to get inspectors transferred if they continued to report the safety problems and safety violations at that airline.
Harassment against inspectors by FAA management personnel for having make the required reports on the safety problems and serious violations..
As a result, 42 people were cremated alive in that crash. None of the guilty were ever identified. Instead, most continued to receive the benefits of the misconduct that directly saved United Airlines considerable money (while the insurance companies paid for the crashes).
Stich appeared as guest on over 3,000 radio and TV programs, and over 30,000 books were sold for the various editions of Unfriendly Skies, making it probable that many of the next-of-kin knew about these problems. Not a single one ever made any effort to have these matters investigated. The only known reaction was to sue the airline for money.
UAL Crash Departing Los Angeles
United Airlines Boeing 727 crash into the Pacific Ocean immediately after takeoff from Los Angeles, with everyone being killed. Same problems as in prior crashes and some that followed. Further complicated by FAA and United Airline personnel ignoring prior warnings that the failure by United Airlines to have a backup-power for flight instruments would result in the total loss of an aircraft; the illegal departure with a non-functioning generator. As in prior crashes, the cover-ups by FAA management, NTSB board members, members of Congress, enabled these and many other preventable airline disasters to occur.
UAL Crash Into Portland, Oregon
United Airlines DC-8 crash at Portland, Oregon. (Flight engineer and passengers killed.) Same problems with training and competency checks, enabled to occur by the usual endemic cover-ups.
UAL Crash Chicago Midway Airport
United Airlines crash at Midway Airport in Chicago. (Everyone on board were killed.) Same problems with training and competency checks and endemic cover-ups.
UAL Crash Into Lake Michigan
United Airlines crash into Lake Michigan. (Everyone killed.) Caused by lack of altitude awareness that inspector Stich had previously reported and working on corrective actions, which were barred by FAA management who claimed there was no such problem. Same type of crash-causing problem as affecting American Airlines as it crashed during a night approach to Louisville, Kentucky during this same time period.
UAL Crash Near Hayward, California
A United Airlines aircraft crashed into the hills to the east of Hayward, California, during an ILS instrument approach to the Oakland, California airport. The crash was due to poor piloting performance. And this was due to the fraudulent denial of training required by federal regulations that were standard at most other airlines.
Numerous Other UAL Crashes
United Airlines had many other crashes, most of them the result of officially reported safety problems, safety violations, and felonies arising from falsification of government-requirement crew training that had not been done. This practice saved the airline many millions of dollars, and for those who perpetrated these safety offenses, their careers and financial rewards were enhanced.
All of these, and other crashes, occurred in the program for which FAA inspector Rodney Stich had primary hands-on federal safety responsibilities, while he was repeatedly writing strongly worded reports on the corruption related to them. That was the sordid situation that confronted FAA inspector Rodney Stich after he was given the assignment to correct the fraudulent conditions at United Airlines. The only people who paid the price were the people on board the aircraft, and Stich. The perpetrators remained in well-paying positions and were rewarded for being "on the team."
These matters are detailed and documented in the book written by Stich: Unfriendly Skies: 20th & 21st Centuries.
DC-10: Continuation of FAA Corruption
Very few people, including professional airline pilots, remember the deadly problems associated with the DC-10, the crashes, and the near crashes. Among the many problems with the aircraft were:
Dangerous cargo door mechanism that resulted in an explosive decompression at high altitude when the cargo door suddenly burst open, causing the cabin floor to collapse downward and into the control cables, making the aircraft uncontrollable.
Engineers knew of the problems and in one company memo an engineer wrote that in the life of every DC-10, an explosive decompression would occur and everyone would be lost. The response to that memo was that if anything was said now, the question arises as to who would pay for the corrective actions.
The same FAA management in the Western Region, that FAA inspector Stich had repeatedly reported as captives of the industry they regulated repeatedly covered up for safety problems and even criminal safety violations that resulted in a continuing series of major airline disasters.
Only a very few insiders in the FAA knew of the documented misconduct that allowed major design problems to go uncorrected. After the most brutal of the DC-10 disasters, a plunge of a DC-10 into the ground near Paris, lawsuits were filed in the federal courts at Los Angeles. Because of the insider knowledge that former FAA inspector Rodney Stich possessed that showed the arrogance and corruption that resulted in that disaster, Stich filed a friend of the court brief, as shown by the following documents:
Former FAA inspector Rodney Stich filing papers as amicus curiae (friend of the court) in multi-district lawsuit against the FAA, July 7, 1975. (Adobe PDF)
Department of Justice filing opposing friend-of-the-court filing, August 13, 1975. (Adobe PDF)
Stich filing amended friend-of-the-court brief, August 18, 1975. (Adobe PDF)
Order by federal judge barring Stich from providing information and documentation on FAA misconduct that made the Paris DC-10 crash possible. Another example of how the public never hears of the corruption in government, as the system protects itself. September 12, 1975. (Adobe PDF) This was another breakdown in the checks and balances that permitted the deep-seated corruption to continue, along with the crashes and deaths, of which the 9/11 aircraft hijackings were simply one-day's consequences.
UAL Links Between Two Catastrophic
Aviation Events in New York City
New York City experienced two world-worst aviation disasters 41 years apart. Unknown to virtually everyone, they were the end product of the same corrupt conduct involving key people at United Airlines and key people within the government's aviation safety offices−-further enabled by others. The details are shown and documented in two books written by former federal inspector Rodney Stich:
History of Aviation Disasters: 1950 to 9/11.
Crimes of the FBI-DOJ, and the Mafia.
Key personnel at United Airlines were involved in massive safety irregularities that resulted in a continuing series of crashes and deaths, and even criminal falsification of government required records to cover up for costly safety requirements that were also standard at other airlines. Their misconduct fed up, or vice versa, the corrupt practices of key people within the government's aviation safety offices.
The loss of two United Airlines aircraft to terrorists on September 11, 2001, were ripple effects from the misconduct years earlier of certain people at United Airlines and a great number of people within the FAA. Both of these groups engaged in corrupt, and even criminal activities, as described in History of Aviation Disasters: 1950 to 9/11. The actions by both groups reinforced each other, effectively blocking the few competent and dedicated federal safety agents from enforcing government safety requirements. Many other crashes followed. But particularly ironic was that two of the four airliners hijacked on 9/11 were those of United Airlines.
How ironic! And worst, as in the past, the misconduct by key United Airlines personnel in conjunction with key FAA management, resulted in the loss of other airliners, such as the two American Airline aircraft on 9/11
Primer on Those Whose Misconduct
Enabled 3,000 People to Perish on 9/11
To help understand how the hijackings of four airliners on 911 occurred and the relationship to the problems former federal safety agent Rodney Stich discovered and tried to report and correct, consider the following:
Four groups of terrorists were able to hijack four airliners on 9/11 because the known procedures for preventing hijackings were not implemented. Remember, if these were put in place, 3,000 people would not have been brutally killed on that date, and the reason for such peripheral effects such as the U.S. invasion of Iraq would not have occurred. If this is important to you, read on!
Why weren't the preventative measures in place? The same reason why many other preventative measures were not taken that allowed decades of preventable airline disasters to occur: the corruption within the FAA that is a matter of records in the possession of former federal agent Stich, and described in the book, Unfriendly Skies: 20th & 21st Centuries.
What people were involved in covering up for this corruption? The people involved in covering up for the corruption and even criminal activities include, among others, the following:
Members of Congress, who for years were informed by letters of the deadly corruption affecting airline safety (as well as criminal activities elsewhere that affected national security). From 1964 to the present date, letters were sent to members of Congress on all of these matters, offering to provide testimony and evidence. Stich even filed lawsuits against members of Congress on the basis of the cover-ups, in an attempt to make a judicial record of their obstruction of justice activities. The corruption in Congress that was publicized in the latter half of 2006 were just the tip of the iceberg.
Federal judges, through legal filings seeking to report the federal crimes to a federal judge, as specifically provided by the federal crime reporting statute. Federal judges responded by (a) blocking the reports; (b) issuing unlawful and unconstitutional orders permanently barring Stich from filing any papers in any federal court; (c) charging Stich with criminal contempt of court for attempting to report ongoing criminal activities. These judicial acts were obstruction of justice felonies and retaliation felonies.
Media people. Starting while Stich was a federal agent attempting to get publicity to the corruption so as to bring it to a halt, Stich repeatedly notified in writing media people, stressing deaths and the great harm resulting to national security, and offering to provide the testimony of himself and numerous other former government agents. None responded, which made possible many of the nation's worst tragedies. Reasons for the non-response would include (a) those who are secretly receiving money from the CIA and other government offices; (b) not wishing to offend their sources high in government; (c) laziness, among other reasons.
Department of Justice officials. Starting while Stich was still a federal employee seeking to report the criminal activities that he discovered during his official duties, people in the various divisions of the Department of Justice were repeatedly notified of the criminal activities affecting national security. Instead of acting on the corruption, they charged Stich with criminal contempt of court in collaboration with federal judges at Sacramento, California, among other things.
High-level FBI-DOJ personnel, for self-serving reasons, withheld information on the planned terrorist actions.
Mole in al Qaeda cell providing advance information on the planned terrorist attacks.
Enablers for the 9/11 events.
Comparison of blame for 9/11.
They all made possible the conditions resulting in 3,000 deaths on 9/11, which were only one-day's consequences in only one of the areas involved in the corruption. Oh, one other group: the members of the public who knew of these charges, knew of the cover-ups, knew of the retaliation against the former federal agent, and who were too lazy to help!
Victims and Enablers
These horrific airline disasters and indiscernible human sufferings were enabled to occur by the actions of many people and groups. Some of the prior postings identify a sampling of these groups:
History of cover-ups by members of Congress
The American Public
Sampling of Events Made
Possible by all Enablers
The following are some of the prior and continuing national events made possible by a hoard of enablers. The numerous people and groups meeting the definition of enablers have control of key segments of the government and news distribution, insuring that the public will never know.
TWA Flight 800
Two unpublicized events made possible the downing of TWA Flight 800, as disclosed in the books, Unfriendly Skies: 20th & 21st Centuries, and Crimes of the FBI-DOJ, and the Mafia. These events are addressed in letters that were sent by former federal agent Rodney Stich, including the following:
. These were the following:
Most of the above catastrophic events occurred on the program for which FAA air carrier operations inspector Rodney Stich had been given the assignment to correct the conditions responsible for the worst series of airline disasters in the nation's history. Pictures of many other crashes are not shown.
The continuation of the culture of corruption−and the continuation of the cover-ups−made many people and groups enablers of many subsequent airline disasters. The following aviation disasters occurred after forewarned information of the terrorist attacks were given to FBI agents by a mole inside a key al Qaeda cell:
TWA Flight 800, departing a New York City airport was downed, shortly thereafter. Strong Suspicion of Terrorist Act. See the book, Unfriendly Skies: 20th & 21st Centuries. This link provides information on 100 surface-to-air missiles being made available to Middle East terrorists about one year before the downing of TWA Flight 800; the rejection of the missiles by FBI-CIA personnel, and the letters written by former federal agent Rodney Stich to members of Congress seeking to prevent the transfer of the missiles. No response−followed by the missile downing of TWA Flight 800. Followed by the need for the standard cover-up to protect high-level government personnel.
Additional FBI Enablers To
Downing of TWA Flight 800
In a recent book, Crimes of the FBI-DOJ, and the Mafia, details are given of how a Mafia soldier acted as a mole inside the al Qaeda cell headed by Ramzi Yousef, who directed the earlier bombing of the World Trade Center and had plans to simultaneously bomb 11 U.S. airliners departing Far East locations. The advance warnings were disregarded by high FBI-DOJ personnel who sacrificed the lives that would be lost so as to protect personnel in the Department of Justice. Very sensitive information, that would also play a role in ignoring the warnings of planned terrorist attacks on other U.S. targets. That cover-up enabled to occur approximately 4,000 deaths as the forewarned terrorist attacks occurred.
Sampling of letters reporting the relationship between FBI-DOJ cover-ups and successful terrorist attacks.
The hijackings of U.S. airliners occurring on September 11, 2001.September 11, 2001 Forewarned Terrorist Attacks
Details about the FBI-DOJ cover-ups and the contacts between the al Qaeda operative and Gregory Scarpa Jr. can be found in the book, Crimes of the FBI-DOJ, and the Mafia, available in print and e-book formats from amazon.com (and in Kimble) and other sources. The decades of preventable airline disasters and their enablers are described and documented in the book, Unfriendly Skies: 20th & 21st Centuries.
More information on the enablers to those catastrophic events:
Information provided by a mole inside the al Qaeda cell headed by infamous Ramzi Yousef on the planned terrorist attack, information that was then "deep-sixth" by high-level FBI-DOJ personnel. Absence of preventative measures resulted in nearly 4,000 deaths.
Comparative blame for 9/11 between Afghanistan, Iraq, and the documented conduct of enablers in the United States.
American Airlines Flight 587
(Strong indications of Terrorist Action)
Consequences of Corruption And
Cover-Ups Not Limited to Aviation
Corruption of the type described at this site does not occur in a vacuum. High-level corruption in one area is simply one tentacle of a widespread culture of corruption. And the consequences of that corruption−and the endemic cover-ups−have consequences in other areas. The culture of corruption affects the people and the nation in many other ways, That includes the latest series of financial frauds that has occurred in the housing and financial sectors. Also, the effect of the endemic corruption and endemic cover-ups−major parts of the culture in the United States−that enablers successful terrorist attacks upon U.S. interests.
Forewarned Bombings of U.S. Embassies in Kenya and Tanzania
List of Documentary Books
On Endemic Corruption in the United States
All of the books are available at amazon.com, in print and on the Kindle, and at many other Internet sites. They bring together the various pieces of the puzzle to better understand the overall picture, and why the same conditions continue year after year. Information on the books by former government agent Rodney Stich
Sampling of early books reviews
Sampling of complimentary letters/faxes to author/activist Rodney Stich.
More information about these books by clicking here.
Cover-Up After Cover-Up, Enablers To
Aviation Disaster After Aviation Disasters
Aviation disasters occur at a far lesser frequency today than when Stich was an FAA inspector, due mostly to actions taken elsewhere. However, the same culture still exists, along with the same cover-ups, enabling to occur an occasional aviation disasters. And when that event occurs, the same scenario in Congress occurs. Hearings are held, witnesses that could reveal the behind the scene causes are kept away, and members of Congress issue vague assurances that the problems have been solved.
This occurred again in June 2009, as congressional hearings were held on FAA conduct relating to a commuter plane crash earlier in the year as the plane approached Albany, New York.
Several former FAA people who lobbied members of Congress, including Senator Dorgan, to speak at the hearing, were refused. Former FAA inspector advised them before the hearings what the scenario would be, and that it what happened, as many times before. Members of Congress had a vested self-interest in blocking any exposure of the culture in the FAA, since their history of cover-ups made possible many preventable aviation disasters.
Stich's fax of May 17, 2009, to Senator Dorgan, who conducted the hearings, went unanswered, and reveal why there can never be a hearing that addresses the root cause of the many preventable aviation disasters. (MS Word) (Adobe PDF)
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