Enabling Links Between Two
Great New York City Aviation Disasters
On December 16, 1960, a United Airlines DC-8 crashed into the Brooklyn section of New York City, and was the world's worst aviation disaster at that time as measured by the number of people killed. The disaster was caused by the poor piloting performance of that DC-8 crew, as was the underlying problem with almost all of the many other deadly crashes that the airline experienced. That disaster, and a series of others involving United Airlines aircraft caused the Federal Aviation Administration to ask one of its most experience inspector pilots to take the assignment to correct the known serious problems at that airline: Rodney Stich.
United Airlines Corrupt Safety Conduct: Half of the Problems
Resulting in Long Series of Aviation Disasters and Deaths
This is what Stich discovered after examining the airline's operations:
Key United Airlines personnel deprived the flight crews of the legally required recurrent training and competency checks.
Falsified government-required records to cover up for the major safety violations. Those were criminal acts under federal criminal statutes.
Deprived flight crews of the legally required yearly training in emergency evacuations and then falsified the government required records. Another series of criminal acts.
United Airlines FAA-approved company check pilots routinely passed as satisfactory on periodic competency checks pilots who were dangerously unsafe, thereby saving the airline money and making themselves look good to company hierarchy for saving money.
Flight engineer recurrent training and competency checks were a farce, resulting in flight engineers being poorly trained and unable to handle minor aircraft problems.
United Airlines personnel routinely threatened to have inspectors transferred if they persisted in addressing these problems that were resulting in years of horrific aviation disasters.
United Airlines had inspector Rodney Stich suspended for several weeks after he tactfully the dangerously high-sink-rate approach of a senior United Airlines pilot.
The entire attitude of a senior element in the United Airlines training center was so far below industry standard and government a case could be made that many of the repeated deaths of passengers on United Airlines could be called the results of criminal acts.
The Other Half of the Deadly Scenario: Incompetence And
Corruption in Government Agency Responsible for Aviation Safety
The other half of the problem resulting in many crashes and many deaths were key people in the Federal Aviation Agency personnel and their incompetence and corruption. Among these problems, which are detailed in Stich's book, History of Aviation Disasters: 1950 to 9/11, included the following examples:
FAA top management knew of the falsification of major safety documents for years, and withheld this from investigations into the causes of numerous crashers conducted by the National Transportation Safety Board (NTSB).
FAA management frequently removed from the files, or destroyed, inspector reports on unsafe or illegal conduct involving United Airlines.
FAA management retaliated against those few competent inspectors who were willing to defy FAA management and report the dangerous problems. Retaliation included transfer to undesirable locations, poor performance reports, and a host of other juvenile schemes.
These problems are similar what exists in other regulatory agencies, such as the agencies overlooking the housing and financial industry, that enabled repeated financial scandals to surface, including the 2008 implosion of the housing and financial industry that had massive financial and personal consequences for millions of people. The only difference is that with the FAA—the Tombstone agency—there is the additional problems of the horror faced by the people as they were about to die.
Sampling of the Horror Enabled by Conduct Of
Key People at United Airlines and FAA
Enormity of the Human Sufferings Motivated
Stich Into Unprecedented Efforts
Inspector Stich has been in military and airline operations for the prior 20 years, first as a Naval Aviator, conducting PBY training or as Patrol Plane Commander in the four-engine privateers and liberators; and then as an international airline captain at several airlines, rated in virtually every aircraft flown by the airlines since the end of World War II. He was horrified at the arrogance and continued violations of the most basic safety requirements despite the repeated horrific consequences from such conduct. Among the actions he took after exhausting the normal procedures in the FAA were the following:
Letters to members of Congress met with concern, followed by meaningless assurances that the same FAA personnel guilty of the misconduct would now change their culture.
Stich used federal law in such a manner that he acted similar to an independent prosecutor, conducting several months of court like hearings before an administrative law judges (William Jennings) from the FAA Administrator's staff. Instead of treating the hearings as a fact-finding hearing as required in safety hearings, the FAA called the proceedings an adversary hearing, during which a group of FAA lawyers engaged in subornation of perjury and other cover-up tactics to protect the guilty rather than efforts to prevent further loss of life in fraud-enabled aviation disasters.
At the end of the proceedings, Stich filed his closing brief of several hundred pages and warned of the consequences of a cover-up, being more fraud-enabled crashes and fraud-enabled deaths.
During the several months of hearings', there were three additional aviation disasters, two of them United Airlines aircraft, each one resulting from the identical problems that Stich had repeatedly reported in writings, for which he received retaliatory reactions from FAA management that refused to correct the problems as their position required them to do.
The administrative law judge, William Jennings, then issued a decision, despite the three aviation disasters and deaths occurring during the hearings and held that despite the many government documents' and testimony that supported Stich's charges, that there were no problems and predicted a bright future. Aviation disasters then continued. The Airline Passenger Association later hired Jennings as a safety consultant.
The FAA handed out outstanding performance reports, pay upgrades to the very people involved in the corruption and their enablers, which was something of an "in-your-face" response to the many people that died in past and future aviation disasters enabled by their sordid and corrupt conduct.
The FAA retaliated against Stich and transferred him to the FAA center at Oklahoma City into a non-aviation safety position, probably thinking he would resign.
At Oklahoma City, the head of the FAA Sky Marshal Program heard of the problems and encouraged Stich to prepare a report for the FAA Administrator, which he then cosigned with Stich.
Cover letter for that report. (PDF Cover Letter)
Part One of that report. (PDF Part One)
Part Two of that report. (PDF Part Two)
Part Three of that report. (PDF Part Three)
The FAA Administrator did not respond to that report and when Stich submitted a request for his response, he replied that Stich had not right to a response.
Stich appeared before a federal grand jury in Denver, but his testimony before the grand jury was nullified by the Department of Justice control. Several of the jurors approached Stich and expressed their concern, but without actions being taken by Department of Justice personnel—who had known of these problems for years—no corrective actions were taken.
Sampling of Actions to Halt Corruption-Enabled Aviation
Disasters After Leaving Government
From here the actions taken become very complication, and described in the book, History of Aviation Disasters: 1950 to 9/11. Briefly, however:
First in a series of federal lawsuits seeking to report the corruption under the federal crime reporting statute to a federal judge, who is required to receive information of a federal crime from anyone, as part of the judge's mandatory administrative duties.
Lawsuit filed against the Federal Aviation Administration (FAA). Again, Department of Justice personnel stepped in to block the reports.
From that point, it became very complex and with far more intrigue.
Same FAA Culture Enabled the Hijackings Of
Four Airliners on September 11, 2001
Many other aviation disasters and deaths were enabled by this deep-seated arrogance and culture between what Stich originally exposed and what happened with the hijackings of four airliners on 9/11, including two United Airlines flights. Briefly—
The simultaneous hijackings of four airliners would not have occurred if the FAA culture of incompetence, arrogance, and corruption had not prevented the implementation of easy to accomplish measures that would have prevented the airliners from being hijacked. Hijackings had been occurring worldwide for decades which were sufficient reasons for even the most incompetent group to realize something should be done, which even Stich had complained about while he was an FAA inspector. The measures would have included:
Removal of the cockpit door keys from the cabin flight attendants. The evidence indicates that the hijackers seized the cockpit door keys from the flight attendants, an easy task. That change could have been made within 24 hours by notifying all airliners to remove the keys from the flight attendants. The numerous reports of impending hijackings of U.S. airliners were even more reasons to have taken this step, but the seemingly simple failure led to 3,000 deaths, and that extended into two wars and more.
Strengthen the cockpit doors. This does not appear to have been the problem in those four hijacked airliners since it was so easy to simply use the cockpit door keys easily taken from thee mostly female flight attendants.
Do not allow any form of knives on board, and certainly not the lethal four-inch box cutters.
It is interesting to ponder the role that the corruption-enabling actions of a key group of people at United Airlines that infiltrated FAA conduct that Stich documented helped to continue the corruption that would have such brutal effects upon two United Airlines airliners, one of which was crashed into the World Trade Center a couple of miles from the 1960 United Airlines crash into Brooklyn that was also enabled by corrupt actions of certain people—who were never called for their deadly conduct.
Another of the Initial Enablers Also
Played a Second Enabling Role
Stich had discovered during his overview of United Airlines that personnel of the U.S. Department of Justice knew about the criminal falsifications prior to and enabler of the December 16, 1960 United Airlines crash into New York City and covered up for the deadly crimes. Department of Justice personnel also repeatedly blocked the former federal agent from presenting this information to a federal grand jury and also to federal judges. They even charged Stich with criminal contempt of court for attempting to report these crimes—and many others that he had subsequently discovered from his coalition of intelligence, law enforcement, and aviation safety confidants, and then in the corrupt seizure of the assets that funded his attempts to halt the ongoing corruption-related national tragedies. Obviously, Department of Justice personnel had major enabling blame for the deaths that occurred on 9/11 and the subsequent events.
But Wait, There Was Other More Direct
Department of Justice Personnel Enabling Corruption
As described in great detail in the books, Crimes of the FBI-DOJ, Mafia, and al Qaeda, and History of Aviation Disasters: 1950 to 9/11, Department of Justice personnel were receiving advance information on several planned terrorist attacks, including the hijackings of airliners, from a former New York City Mafiosi that had penetrated al Qaeda's primary bomber cell and became a confidant to its head, Ramzi Yousef, This information, more valuable than anything discovered by 16 U.S. intelligence agencies, was deep-sixthed by DOJ hierarchy because of plans to discredit that al Qaeda mole so as to prevent a key FBI supervisor from being charged with multiple murders—and the cover-up of those murders by the Department of Justice hierarchy. That mole later became a confidant to Rodney Stich. Information about this matter in the related books and at the following links:
al Qaeda mole.
Murder of American citizens by FBI agents working with organized crime and Mafia figures.
9/11 Enablers Took Many Forms
There were many other enablers, and far too many to describe in this limited space. Read the books and check the following links:
Decades of cover-ups by member of Congress as their earlier cocker-ups an later, much worse.
Media cover-ups as documented for the past 40 years.
Hoard of lawyers attack whistleblower as part of a broad plan to protect the enablers of the resulting tragedies.
Let's see, who is remaining that is not implicated, that can be counted on to report this nation-destroying conduct? Zero!
Urgent Need to Control the 9/11 Commission
With the enormity of the corruption and the long list of victims, and with Department of Justice personnel heavily implicated, the system put Department of Justice officials in control of the 9'/11 Commission. Semblance of details at www.defraudingamerica.com/911_commission.com.
Credibility Behind Serious Charges Made By
Former Federal Agent Rodney Stich
Dozens of official government documents with many excerpts in the book, History of Aviation Disasters: 1950 to 9/11.
Charges Confirmed by Head of FAA Sky Marshal Program
Report to FAA administrator detailing the specific acts of corruption relating to several aviation disasters, that was cosigned by the original director of the Sky Marshal program. The report in three sections: Part One; Part Two; Part Three.
Details in a cover letter to the FAA administrator that accompanied the report signed by Stich and the head of the Sky Marshall program. (PDF format) (MS Word)
Evidence Supported by Many Crashes and Many Deaths
The occurrence of three major aviation disasters during the several months that Stich acted similar to an independent prosecutor, each of them due to the exact same problems that Stich had repeatedly reported and for which he suffered repeated retaliation by FAA management. Those three crashes and the many deaths were further evidence that the charges made by Stich were true—and which were also reported by other FAA inspectors.
Unusual Background, Experience and Credential
Extensive background and credentials of former FAA airline safety inspector Rodney Stich.
Congress Members' Admission of the Gravity of the Charges
Admissions by several members of Congress that Stich's charges of gross misconduct in the FAA were serious.
Personal Letter by U.S. Supreme Court Justice Byron White
Personal letter to Stich by U.S. Supreme Court Justice Byron White stating, "Dear Mr. Stich. As a single justice I can be of no help to you. I am returning your petition. Sincerely yours, Byran White." This letter was sent to Stich by the Supreme Court Justice after submitting a petition providing specific factual information about the areas of corruption in key government positions and the national tragedies resulting from the corruption.
Admissions by Federal District and Appellate Judges That Charges were Serious
Admissions by a federal district court judge at San Francisco and an appellate judge during oral hearings at San Francisco, admitting the seriousness of the charges made by Stich in a court filing.
"Mr. Stich, these are serious charges, but they are for Congress to investigate."
Stich responded: "Congress refuses to investigate. But I am not asking you to investigate. I'm here to report the federal crimes to a federal judge as specifically required by Title 18 U.S.C. § 4. In that way I make a record, and when a federal judge performs his or her duty and receives it, that judicial record would required Department of Justice personnel to investigate."
Admissions by Famous Aviation Litigation Lawyers That Charges Were Serious, With Serious Ramifications
Letter by Lee Kreindler, the head of a top aviation litigation firm, responded to Stich's request for help to expose and halt the corruption within the government's agency responsible for aviation safety:
Since we do share ... a common interest in aviation safety and in view of your qualifications in this area, I would like to extend an invitation to you to visit our offices and talk further with us in this area should you ever have occasion to be in New York.
Stuart M. Speiser wrote:
I certainly appreciate the gravity of the situation described in your letter.
In a subsequent letter, Speiser wrote:
We found from looking over the material that you sent to us that the matter is so serious and complicated it would be physically impossible for us to do justice to your positions.
Another attorney, in Denver, wrote:
I wish to warn you once again that you are biting off an awful big piece when you take on United Airlines and the people entrenched in the FAA. As you point out, this thing is getting bigger and bigger all the time ... There are many ramifications that might arise.
[That attorney was referring to the evidence that I had that certain people at United Airlines had engaged in criminal acts and that these actions played major roles in several major aviation disasters, including the world's worst at that time. His reference to the matter getting bigger all the time and that many ramifications would arise was true. For instance, major aviation disasters, enabled by the corruption, became worse; and as Stich's exposure actions increased, a powerful source in the federal government (Department of Justice) put into play multiple parallel schemes to silence and harm former federal agent and whistleblower Rodney Stich.]
Assistant U.S. Attorney in San Francisco calling by phone and stating that he was asking Washington to support Stich's lawsuit against the National Transportation Safety Board. (Information in the book, History of Aviation Disasters: 1950 to 9/11.)
Repeated official reports of FAA nonfeasance, incompetence in internal FAA reports and NTSB reports.
Continuing Series of Aviation Disasters and Deaths Enabled by the Misconduct
Occurrence of a continuing series of preventable aviation disasters.
Letter of Agreement From Famous Aviation Figure After He Read the 1978 Edition of Unfriendly Skies.
Supporting letters sent to Rodney Stich by Anthony W. LeVier, shortly after the first edition of Unfriendly Skies was published in 1978. LeVier was a famous member of Lockheed Corporation "Skunk Works," and was a famous airplane racer.
Considerable Evidence Relating to Series of Corrupt Acts by DOJ Personnel
Documentation about corruption by employees of the U.S. Department of Justice in the investigation and prosecution involving the bombing of Pan Am Flight 103 over Lockerbie. See book, Lockerbie to 9/11: Massive Fraud and Consequences.
Boston criminal trials revealing the FBI agents in the Boston office were involved in murders with organized crime figures of American citizens. See book Crimes of the FBI-DOJ, Mafia, and al Qaeda.
Evidence showing that key FBI supervisor in the New York City offices involved in murders with New York City Mafia capo known as "the killing machine."
Evidence that high-level Department of Justice personnel withheld information obtained from key al Qaeda bombing unit of planned terrorist attacks so as to protect an FBI supervisor from being charged with murders. See book, Crimes of the FBI-DOJ, Mafia, and al Qaeda.
Evidence that FBI-Department of Justice personnel repeatedly blocked a federal aviation safety agent from reporting corrupt and criminal activities associated with a series of aviation disasters, and then when that government agent became a whistleblower seeking to halt the corruption-enabled consequences, FBI-DOJ personnel charged him with criminal contempt of court and sentenced him to six months in federal prison for attempting to report these crimes against the United Sates that he and his coalition of other government agents had discovered initially during their official government duties; became involved in corruptly seizing the $10 million in assets that funded his exposure activities, and from the evidence, was the powerful source in government orchestrating the 20 years of continual multiple corrupt schemes to silence him. See book, History of Aviation Disasters: 1950 to 9/11.
9/11 Hijackings. Massive evidence of corruption that enabled the easy simultaneous hijackings of four airliners on September 11, 2001. See book History of Aviation Disasters: 1950 to 9/11.
Massive amount of evidence in the heavily documented books by former federal agent Rodney Stich.
A September 17, 2007, paper presented to the International Society of Air Safety Investigators (ISASI) by one of its original founding members describing one segment of the unpublicized problems responsible for the conditions that enabled four groups of terrorists to hijack four airlines on September 11, 2001. (MS Word) (Adobe PDF)
All of the above and much more are in the nearly 700 tightly packed pages of History of Aviation Disasters: 1950 to 9/11, and exposes far more about the conduct of people in control of the government of the United States then aviation disasters and terrorist attacks.
Great American Tragedies Enabled By
Corruption and an "Army" of Enablers
As a result of the widespread corruption in overt and covert government operations, the systemic cover-ups that treat high-level corruption as the "third-rail," and the retaliation against whistleblowers, great American tragedies have repeatedly occurred, and will continue to occur.
Harm to the American public in non-violent areas.
Harm to people of other countries.
Harm to the few people in the United States fighting the high-level corruption in a meaningful manner.
Harm in general.
Harm inflicted on former federal agent and whistleblower during multiple schemes to silence him.
Sampling of Early Consequences
TWA Flight 800
U.S. Embassy Bombings
9/11 Easily-Preventable Multiple Hijackings
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
Consequences of Corruption, Cover-Ups, And
Retaliation Felonies Not Limited to Aviation
There were many other forms of victims from the systemic high-level corruption. These included for instance victims of the:
Department of Justice prosecutorial misconduct, people being falsely charges with crimes in order to improve the prosecutors' career.
The explosion of violent crime related to drug smuggling into the United States, in which CIA assets were major players.
Series of financial frauds appearing every few years, with the latest housing and financial implosions surfacing in 2008.
Seizure of assets from innocent people.
And many other forms.
These offenses are described in the books written by insiders.
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.
Harm to People Overseas From Culture Of
High-Level Corruption and Lies 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. politicians—supported 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 Afghanistan—with the help of a dumbed-down American public that is mostly too lazy to learn the truth.
Revealing Books for Serious People by Serious Professionals
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.
Thanks to the Very Few Who Care Enough
Thanks are given to those very few who have contributed funds to the non-profit organization that helps to fund these exposure activities.
Amazon.com Ordering Links
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