Agency With the Most Brutal Consequences From
Incompetence, Nonfeasance, and Hardcore Corruption

As detailed and documented in the Rodney Stich's History of Aviation Disasters: 1950 to 9/11, and other documentary books on government intrigue,  in FAA documents, in an FAA hearing, and in federal lawsuits, deep-seated misconduct by key people repeatedly blocked the corrective actions to correct known safety problems and safety violations, which resulted in decades of preventable and forewarned aviation disasters.

These included decades of easily preventable airliner hijackings and other disasters. The catastrophic consequences on September

11, 2001, were the latest and most publicized consequences. The present cover-up of the behind-the-scene misconduct insures that the decades of déjà vu consequences will continue.

A quick description of how hard-core corruption of key people in the FAA−and key people at United Airlines−by their misconduct, enabled 43 people to be cremated alive in only one of the many fraud-related airline disasters.

See other FAA related pages at this site:

Sampling of Aviation Disasters At That Time

In the aviation environment, airline disasters continued at a heavy rate (until about 2000, when the rate of crashes greatly decreased). Some of the crashes that continued after the FAA hearing cover-ups included the following sampling:

Three crashes occurred during and immediately after the FAA hearing.

What the NTSB benevolently left out of the se reports was the following:

The official NTSB accident report on all three of these airline disasters identified the direct causes of the crashwhich would be hard to hidbut omitted the behind-the-scene misconduct responsible for the direct causes. This practice of covering up for politically-sensitive matters continued for years, and includes airline disasters resulting from terrorist acts.

Long Pattern of Refusing to Act On
Deadly Safety Problems

Pattern of FAA management personnel refusing to take corrective actions on major air safety and criminal violations reported by federal air safety inspectors, despite their duty to do so.

FAA management practice of covering up for major safety problems and safety violations at politically powerful airlines, despite the continuing crashes due to the problems. In one instance repeatedly documented at a major airline, inspectors reported the airline was not providing the legally required training and competency checks of their pilots and flight engineers and falsifying government-required records to fraudulent indicate that this training was being provided. FAA management at local, regional, and Washington levels covered up for this practice and retaliated against inspectors who reported the federal offenses.

FAA management practice of instructing FAA inspectors not to file reports on safety problems or safety violations at politically powerful airlines. FAA management warning federal air safety inspectors not to report air safety problems or air safety violations, claiming the office (and they) would look bad when an airliner crash resulted (from the uncorrected safety problems and safety violations).

Destroying Official Reports on Safety Problems—Followed by Series of Horrific Aviation Disasters. Destruction of official government air safety reports of major air safety problems and air safety violations that were filed by federal air safety inspectors, followed by numerous specific air disasters resulting from the same problems and made possible by the criminal destruction of government reports. FAA management had a practice of removing official reports of safety problems and safety violations from the office files, giving them back to the inspectors. or destroying them. Destroying official documents are felonies.

Retaliating Against Safety Inspectors That Report Safety Problems. FAA management harassing, threatening, and retaliating against federal air safety inspectors who attempt to report or carry out the federal government's air safety responsibilities.

FAA management practice of retaliating against inspectors who continued to make reports of major safety problems and safety violations, or who took authorized actions on safety problems that they encountered. This retaliation included forced transfers, denial of promotions, unsatisfactory fitness reports, denial of desired training, and numerous petty actions.

Threatening FAA inspectors with job actions when they sought to report and act on serious safety problems and violations at certain politically powerful airlines with being transferred. FAA management's protection of this practice encouraged airline personnel to continue their unsafe practice and safety violations.

FAA Management Removing Inspectors From Areas of Known Safety Problems. Removal of key federal air safety inspectors from their government air safety duties to eliminate their reporting and taking actions on serious air safety problems or air safety violations.

Suspending Inspector for Reporting Safety Problems. FAA inspector was suspended for several weeks after he reported the high-sink-rate procedure used by a powerful member of the pilots union, Bart Stephens. Stich had also reported another pilot as having this problem, Gale Kehmeier, and recommended that he be given corrective training. The training was never given, and several months later, that same captain flew into Salt Lake City airport and crashed due to the high sink rate problem. That crash occurred before the FAA hearing had concluded and shortly after Stich submitted his closing brief warning of the consequences of the safety problems and the arrogance and corruption within the FAA.

Criticizing Stich for reporting a captain who flew in and out of clouds, under a visual flight plan, with a load of passengers in the Lake Tahoe area. That same captain, at a later date, doing the same unsafe practice, crashed into a mountain peak flying a Lockheed Constellation, killing everyone on board.

Alternate Supervising inspector, William Perry, criticized Stich for reporting failure of pilots to look outside the aircraft for long periods of timewhile other aircraft were approaching head-on. This was at a time when midair collisions were frequent occurrences.

Pressure to Ignore Safety Problems. FAA management encouraging inspectors to ignore major air safety problems by providing outstanding performance ratings, financial bonuses, promotions, to those inspectors who don't report safety problems or safety violations, while simultaneously doing the reverse to those inspectors who do report the problems and attempt to take corrective actions.

Corruption Aided by Unqualified FAA Inspectors. The corrupt practices were aided by the FAA inspectors who lacked airline or heavy military experience; those who wanted to live a quiet life until early retirementespecially military personnel; those who did not want confrontation with politically powerful airline like United Airlines, or aviation-ignorant FAA management; those who saw the path to promotions and higher pay as going along with FAA management.

Further complicating these problems has been the placement of unqualified, politically popular, people in key positions within the FAA, who lack the background and ability to recognize and  act on safety problems or to confront the deep-seated culture of corruption within certain FAA offices.

Another Example at Another FAA Office and 88 Deaths

All of these problems still exist, as reported to Stich. One particular example was the principle inspector for Alaskan Airlines who was pressured and resigned after reporting serious maintenance problems at that air carrier. Shortly thereafter, an Alaskan Airlines jet plunged into the ocean off of southern California when the unlubricated and worn-out horizontal stabilizer jackscrew failed. No pictures available of that disaster as the aircraft plunged into the Pacific Ocean at great speed and disintegrated.

Inspector Resignations. While most inspectors simply pull back and don't report the problems, some resign in protest. Among other government agents that resigned because of the misconduct was Mary Diefenderfer. She resigned from the FAA in protest of corruption similar to what FAA inspector Rodney Stich had discovered. She provided information to members of Congress, including testimony about these matters, which was then followed by the usual congressional cover-ups. Copies of several of her writings follows:

Another inspector that resigned was Dick E. Russell, who held a managerial position with the FAA at Oklahoma City. He was critical of the placement of unqualified people in key positions to meet Washington requirements for diversity, due to its effect upon safety. He complained about:


Corrupt Activities at United Airlines
Responsible for Series of Horrific Crashes

The problems with arrogance and corruption in the FAA air carrier operations branch were only part of the problems that Stich faced. These problems within the FAA would not have surfaced if certain key people at United Airlines had not engaged in corrupt practices that violated blocks of major federal aviation safety requirements, which they sought to cover up by falsifying government-required records. This practice resulted in a continuation of a series of airline crashesmore than all the other airlines combined. This misconduct included, for instance:

None of the people at United Airlines that were involved in the misconductsome of it criminalwere ever charged for the deadly effects their conduct enabled to occur. Much of this misconduct and related crashes are detailed in the book by former federal agent Rodney Stich called, History of Aviation Disasters: 1950 to 9/11.  There is some question about whether that misconduct had far remote ripple effects on September 11, 2001.

Series of Horrific Crashes Motivated Stich
To Act As an "Independent Prosecutor"

The extent of the FAA misconduct throughout the Western Region caused the safety problems and violations of major safety requirements at United Airlines to continuealong with a continuation of resulting airline crashes.

Unable to get members of Congress to intervene, despite their oversight responsibilities and despite the continuing death toll, FAA inspector Rodney Stich used the law in a creative manner and forced a hearing upon the FAA during which he subpoenaed FAA management and records. He conducted a hearing before a hearing officer from the FAA administrator's staff, charging that corruption within the FAA caused and enabled a series of specific airline crashes to occur. This had never before occurred in the FAA, and resulted in a 4000-page hearing transcript further proving the deep-seated widespread corruption within the FAA.

The transcript of the hearings show that FAA management personnel engaged in lying, with subornation of perjury by FAA legal counsel Donald Boberick, as the FAA organization was perverted to deny the existence of what was already proven by government records. No concern was shown for those who would subsequently due from their deception, including those on three airliners that crashed during the hearing and which were caused by the exact same safety problems and safety violations that Stich had repeatedly reported.

Criminal Cover-Up Tactics During Air Safety Hearing

Expansion of cover-ups by FAA  management of crash-causing air safety misconduct when FAA inspectors testify and product official government reports of corruption within the FAA related to a series of fatal airline crashes. Over 4,000 pages of hearing transcript exists in FAA hearing supporting charges of corrupt and criminal activities within the FAA related to a series of fatal airline crashes.

Stich warned in his FAA closing brief that a cover-up would result in continuation of the problems and continuation of the crashes and deaths. These events quickly continued after that brief was filed.

Despite the overwhelming evidence of deep-seated corruption, the FAA hearing officer, William Jennings, a lawyer on the FAA Administrator's staff, misstated the evidence and praised the guilty, the very people responsible for the deadly misconduct. After the hearing and cover-up, the same people were given  letters of commendation and bonuses for their cooperation (or silence).

Involved in the cover-up that would have deadly consequencesfor decadeswas the FAA hearing officer and the lawyers in the FAA legal department. Ironically, funerals were being conducted simultaneously for victims of this misconduct as reward was seeking to cover up these deadly conditionsthe latest most publicized consequences occurring on 9/11.

This misconduct in the FAA is oftentimes referred to as the Tombstone Agency. But the corruption don't not permit dismissing it so lightly.

Details of the hearing, and the blueprint of crashes and deaths, can be found in Unfriendly Skies: 20th and 21st Centuries.

Federal Lawsuit Against the FAA:
Trying to Halt the Continuing Tragedies

Former federal airline safety agent Rodney Stich, after leaving the FAA, filed lawsuits against the FAA, under the requirements of the federal crime reporting statute to report a federal crime. Stich's complaint sought to report specific series of federal crimes involving FAA personnel, and made reference to criminal acts at United Airlines that were being protected by FAA management. The following are copies of legal filings.

District and Appellate Judges Admitted
The Gravity of the Charges

U.S. District Judge Schnacke admitted that the charges made in the federal filings were very serious. But after Department of Justice lawyers filed a motion alleging that the former federal agent didn't have standing to file the action, Schnacke, dismissed the action.

Stich filed an appeal, and during oral argument, one of the appellate judges stated to Stich that these were serious charges, but investigating the matters were the role of members of Congress. Stich responded that he had encountered a total cover-up by members of Congress, and also, that he was not requesting the court to investigate, but to receive the evidence of the criminal activities related to a series of continuing aviation disasters and thereby making a judicial record. Such record would then bring media attention and public pressure for an investigation.

The subject of several specific catastrophic aviation disasters, and hundreds of deaths, due to misconduct in a major government agency—that had been covered up by members of Congress and Department of Justice employees—were too explosive to become known to the people. Like the "third-rail," the matter had to be avoided. Again, the federal appellate judges covered up for the continuing criminal activities, sacrificing the lives that would continue to be lost for many decades.

Stich then filed an "appeal" (petition for writ of certiorari) with the U.S. Supreme Court, which notified the Justices of the court of the criminal activities and of the cover-ups by federal judges over whom they had supervisory responsibilities. They also had a responsibility under the federal crime reporting statute to receive the information of the major federal crimes, having major catastrophic ripple effects. Instead, they issued an order refusing to hear the matter. That decision would have monumental catastrophic consequences for decades to come.

Stich's petition for writ of certiorari to U.S. Supreme Court, April 30, 1977.

Supreme Courts denial of the writ. That denial covered up for the criminal activities in the nation's highest aviation safety agency; enabled the deadly crashes to continue; approved the obstruction of justice by federal judges that had a mandatory responsibility under the federal crime reporting statute, Title 18 U.S.C. § 4; and approved the criminal cover-up of these matters by personnel in control of the U.S. Department of Justice. There would be multiple blowback effects from the actions of the Justices of the U.S. Supreme Court. For instance:

Extension of Complicity to
U.S. Supreme Court Justices

Supreme Court Justices became implicated with the very first lawsuit against the FAA, and as with others, they had to continue the cover-ups that would enable the catastrophic ripple effects to escalate over a period of years. A number of files at this site describes their role. A few are shown here:

Federal friend-of-the-Court
Brief in the Paris DC-10 Disaster

Stich, based upon his insider knowledge that would explain the corruption in the FAA that were responsible for approving the known defective components in the DC-10, filed a  petition to intervene as a friend of the court in the Paris DC-10 crash, July 7, 1975.

Cover-Ups by Political NTSB Board Members:
Enablers of Future Aviation Disasters

While he was a federal aviation safety agent, Stich discovered NTSB board members were covering up for the FAA corruption, and falsifying government accident reports to omit this primary factor. This cover-up would continue for years, partly to protect its earlier complicity, and be seen in the downing of TWA Flight 800 and the American Airlines Flight 587 that crashes shortly after takeoff from New York's JFK Airport, shortly after the 9/11 hijackings (which were also a byproduct of the NTSB cover-ups of prior years).

In 1978, a PSA Boeing 727 crashed into the City of San Diego, killing over 100 people, which took the record from the United Airlines DC-8 crash into New York City as the world's worst airline disaster. Stich discovered that the NTSB was withholding major information about why the crash occurred, and filed a petition with the NTSB to receive the evidence that Stich had uncovered. It is mandatory for the NTSB to receive such evidence when a petition is received. The NTSB refused to receive it. If they had, and publicized it, public outrage could very possibly have resulted in an investigation and that would have very probably exposed the deadly FAA corruption and the NTSB's cover-up of it.

So disturbed was Stich by the NTSB cover-ups in the PSA San Diego crash that he filed a lawsuit against the NTSB seeking to force it to enter into the official records evidence that it had withheld. December 17, 1980. NTSB cover-ups of enabling FAA misconduct or other political needs were repeatedly identified by Captain Rodney Stich. Examples were in such aviation disasters as TWA Flight 800 and American Airlines Flight 587.

After that lawsuit was filed in the federal courts at San Francisco, assistant U.S. attorney George Stoll called Stich on the phone and advised that he was recommending to his superiors in Washington that the DOJ supports Stich's lawsuit. Stoll was unaware that Washington officials had been covering up for the corruption in the FAA and NTSB that Stich had brought to their attention several years earlier, and they were not about to let this information become known.

Shortly thereafter, Stoll, who had supported Stich's lawsuit, then filed a motion to have it dismissed. (Adobe PDF)

The federal judge accommodated the request and filed an order order dismissing the lawsuit. March 25, 1981. Stich filed an objection to the motion to dismiss following the DOJ's reply brief. April 19, 1981. Stich filed points and authorities in support of his objection to dismiss. April 11, 1981.  .

He also filed Statement of Issues. April 11, 1981.

Stich filed a reply brief to the DOJ's response to his objection.

Transcript of the proceedings in the district court. April 23, 1981.

The second dismissal order by the district court judge. April 27, 1981.

Stich then filed a motion to alter or amend, a legal term for the court to reconsider. May 3, 1981.

Stich filed a notice of appeal and filed appeal briefs with the U.S. Court of Appeals at San Francisco. The court dismissed the objection.

Stich then filed an appeal (petition for writ of certiorari) with the U.S. Supreme Court and then filed a brief. July 17, 1982. 

Then was followed by an amended brief amended brief. The U.S. Supreme Court issued an  order refusing to receive the case. October 4, 1982.

Earlier, the U.S. Supreme Court filed, and then refused to act on the lawsuit against the FAA that reported criminal activities related to a series of airline crashes, and the refusal by U.S. district and appellate judges to receive the information of criminal activities, that they were required to receive under the federal crime reporting statute. In this way, Supreme Court justices became implicated in the criminal activities, the tragic consequences, and over the years would compound these federal offenses when other areas of criminal misconduct were brought to their attention.

Once anyone cover-ups, and their cover-up makes possible more aviation disasters, they then must, to protect themselves, continue the cover-ups. Welcome to the culture in the United States of America!

Complicity by Members of Congress
Through Repeated Cover-Ups

Sampling of letters sent to members of Congress over the years seeking to report criminal activities subverting vital U.S. interests.

Lawsuit filed against members of Congress in the federal courts at Washington, D.C., on the basis of their felony cover-ups and obstruction of justice. March 24, 1992. The main purpose of filing was to make a record of the charges against members of Congress and their cover-ups, which continued the corruption and the decades of resulting tragedies for America.

He also filed a lawsuit against members of Congress in the federal courts at Reno, Nevada.

Department of Justice Employees' Complicity Through
Cover-Ups and Years of Personal and Financial Attacks

Personnel in the Department of Justice, including U.S. attorneys and the FBI, were notified of the misconduct, the related airline crashes, and the federal crimes of perjury and subornation of perjury during the FAA hearings. They gave excuses for not receiving the information, even though Stich was a key federal aviation safety agent responsible for determining the existence of these federal offenses.

After the FAA hearing, and after FBI and DOJ personnel covered up for the criminal acts during that hearing, Stich circumvented the block and appeared before a federal grand jury in Denver. This is where Stich discovered how the grand jury is usually a tool of the prosecutor.

An example of the culture in the FBI and DOJ can be seen from the evidence of FBI agents engaging in murders with decades of Washington officials approving. These murders were reported locally by the media in the Boston and New York City area,, while media people made no mention of this far-reaching culture elsewhere in the United States (an example of how media people keep from the public information on serious corruption in government offices).

Over a period of years Department  of Justice employees went far beyond covering up for the crimes and the high-level perpetrators and engaged in criminal attacks that inflicted great personal and financial harm upon the former government agent as they sought to halt his actions that threatened large segments of key people in government. These attacks were combined with actions by federal judges and a hoard of lawyers and law firms that continued daily from 1982 to 2005. Among the harm inflicted upon him by this coalition of sordid characters included the following:

Cover-Ups by Media People and Media Corporations

Cover-ups by much of the media, who had been repeatedly told of these problems and offered hard evidence. This practice of cover-ups by media people continued into other areas as Stich and his group of other former government agents sought to report criminal activities in government that they had discovered during their professional government duties. Several reasons exist for the cover-ups by media people:

Federal judges rendered orders permanently barring Stich from federal court access to prevent him from exercising the mandatory requirements under the federal crime reporting statute to report a federal crime to a federal court (or other federal officer; Justice Department personnel and members of Congress refused to receive the information).

Federal judges and Justice Department prosecutors charged Stich with criminal contempt of court when Stich attempted to report additional criminal activities, including that within the FAA and FBI, as described in his books.

Federal judges and a CIA-front law firm misused the courts to corruptly strip Stich of the $10 million in assets that funded his exposure of criminal and even subversive activities.

Cover-ups by lawyers and law firms who knew of the corrupt and criminal activities in the FAA.

Much of the broadcast and print media who knew of these serious matters, the prior consequences, and those that would continue and result in great tragedies.

Federal judges. In the early 1970s, federal actions filed by the former federal air safety inspector, seeking to report these criminal activities, were blocked by federal judges. They unlawfully refused to perform their administrative duties (not judicial duties) under the federal crime reporting statute and under the statute providing for any citizen to seek a court order to force a federal official to perform a legal duty and/or to halt their illegal conduct.

These obstruction of justice judicial acts were felonies

Lawsuits directly related to the events of 9/11.

Cover-Ups Included Prestigious ISASI, The
The Primary Non-Government Aviation Safety Group

Everyone, every group, avoids this enormous pattern of corruption like the dreaded "third rail." Former FAA air safety inspector was one of the founding members of the San Francisco chapter of the Society of Air Safety Investigators, later renamed the International Society of Air Safety Investigators. Early members were people from United Airlines, the Federal Aviation Administration (FAA), and the National Transportation Safety Board (NTSB), of which key people were either directly involved in massive aviation safety misconduct, or covered up for it.

As in many industry groups , they frequently meet, describe the good they are accomplishing, and cover up for ongoing misconduct responsible for a continuation of serious problems involving the areas in which the group is focused. The following are a few of the writings submitted by former federal agent Rodney Stich, all of which went answered:

This would be comical if the end result was not a continuation of brutal aviation disasters enabled to occur by arrogance, corruption, and cover-ups.

Continuing Series of Horrific Events and Large
Number of Enablers Precludes Corrective Actions

Over the years the enabling corruption expanded to include more people and more groups to where addressing the basis culture of corruption required avoiding exposing the truth like avoid the dreaded "third rail." The following are a sampling of what could have been prevented if the sordid culture spreading throughout the United States did not exist:

Sampling of Early Consequences



Progression of Consequences


These few examples of the horrors associated with airline disasters enabled to occur by documented corruption withheld from the American people. The standard culture of cover-ups in the United States enabled the corruption, cover-ups, to mutate into different areas. In the aviation area, although the continuing series of airline disasters eventually came to a halt for other reasons, the culture continued, and enabled to occur a number of easily preventable airline disasters. The inbred culture created the conditions that enabled four groups of terrorists to easily hijack four airliners within a few hours of each other and kill nearly 3,000 people.

One of Over 200 Victims Choosing This Way to Die—
Made Possible by Many Enablers in United States

Victims of Less Catastrophic Events

There were many other forms of victims from the systemic high-level corruption. These included for instance victims of the:

These offenses are described in the books written by insiders.

Harm to People Overseas From
High-Level Corruption in the United States

In addition to the decades of harm resulting from the systemic corruption of key people and groups in the U.S. government, affecting aviation safety, financial, human rights, in the United States, there is the harm from outside sources brought about by the actions of U.S. politicians affecting people in other countries—such as the history of invading and killing foreigners—there are the successful "terrorist" attacks made possible by high-level corruption, and then there are the foreigners who are also victims from the same high-level corruption that adversely affects the American, but in a different form.

Remains of a girl—about the age of the 9-year-old Killed in Tucson in January 2011.

In criminal law, people are accomplices, and guilty, if they know of a criminal act and fail to report it to proper authorities and also to take efforts within their capability to halt their continuation. And there are endless numbers of accomplices that are complicit in these crimes and enablers of the consequences.

Suggestion to people outside the United States. Become familiar with the documented systemic corruption in the United States and show the outrage lacking of people in the United States, and:

  • Help expose the endemic corruption that seem to be acceptable to the American people, and maybe wake them up.

  • Help to protect yourselves against the decades of ham inflicted upon people of other countries by the actions of U.S. politicianssupported by much of the American public. Examples:

    • Serial lying by U.S. politicians to use as a pretense to invade Iraq and Afghanistan, killing tens of thousands of innocent people.

    • U.S. politicians shifting enabling blame from their own corrupt actions that encouraged and enabled four groups of terrorists to simultaneously hijack four airliners, and shift the blame to the people of Iraq and Afghanistanwith the help of a dumbed-down American public that is mostly too lazy to learn the truth.

Documentary Books by Professional Insiders:
Life as it Really Is in the U.S.

Books by insiders that document
decades of covert and/or corrupt activities by
America's secret government.






All of the books are available at, in print and on digital formats, 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.






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