Same problems with training and competency checks.

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.

Numerous other crashes of United Airlines aircraft due to the air safety problems and corruption at United Airlines and within the Federal Aviation Administration, detailed in the History of Aviation Disasters: 1950 to 9/11. (Replaces Unfriendly Skies.)

In 1998, a United Airlines Boeing 747 came within 100 feet of ramming into Mount Bruno during a takeoff from San Francisco. The near-disaster, which would have been the worst single-aircraft disaster in the nation's history, was due to low experience level and in competency for that position. A Wall Street Journal investigative report indicated that this near-disaster had been preceded by several others. This indicates that the problems resulting in many prior fatal crashes at United Airlines still exists.  It also didn't say much for the competency level of some of the pilots.

DC-10 crashes, one of which killed several hundred people, were preceded by numerous reports of major design problems relating to cargo doors, week flooring, and absence of backup for the hydraulic powered flight controls. Several disasters occurred involving DC-10s, one of which killed over 400 people as it dove into the ground at over 350 miles per hour.

Alaskan Airlines DC-9 crash off the coast at Los Angeles. FAA inspectors had repeatedly warned of the unsafe maintenance practices and attitude at Alaskan Airlines, followed by harassment of the reporting inspectors.

Valuejet crash into the Florida Everglades, enabled to occur by the FAA decision to eliminate fire warning and fire-fighting equipment in the cargo compartment of that type of aircraft.

Boeing 737 crash during takeoff from Washington, D.C. due to extremely poor knowledge by the pilots of simple instrument indications, resulting in the aircraft taking off, in icing conditions, with only partial engine power.

In the book, History of Aviation Disasters: 1950 to 9/11, there are numerous other airline disasters described that resulted from the misconduct within the FAA and NTSB political board members. These same problems were responsible for the conditions that made possible four airline disasters on September 11, 2001.

Theses were the conditions that Stich faced as he tried to carry out the assignment given to him to correct the conditions resulting in the worst series of airline disasters in the nation's history. The heavy death toll justified taking the unusual and repeated steps that he subsequently took.

Almost every major airline disaster of the prior 50 years were preceded by federal professional air safety agents reporting the problems, and FAA management blocking corrective actions. 

Taking these steps resulted in discovering corruption in other government operations, that demanded he be persistent in trying to circumvent the massive cover-ups that are standard cultures in the United States.

Examples of the FAA Crash-Enabling Culture  

• FAA managers telling federal air safety inspectors told not to report unsafe or illegal matters (as it would make the FAA managers look bad when accidents occur).
   

• FAA managers returning official reports of air safety problems.
   

• FAA managers removing and destroying official reports on major air safety problems and violations involving politically powerful airlines or airlines with whom they were seeking employment. (Revolving door syndrome)
   

• FAA managers retaliating against federal air safety inspectors who either continues to make reports of air safety problems or who take the authorized and legally required corrective actions. The retaliation includes unsatisfactory performance reports; denial of promotions; denial of additional training seminars; assignment to undesirable duties.

• High Washington officials in the FAA who aided and abetted--or dictated these practices.

These practices were further compounded, with specific criminal acts, when FAA safety inspector Rodney Stich exercised the law in such a way that he acted as an independent prosecutor for four months, conducting hearings before an administrative judge from the staff of the FAA administrator.

Due to the politics of air safety, the revolving door syndrome, personal rewards, a number of previously required safety equipment has been eliminated, with the expected heavy loss of life. For instance:

• The elimination by FAA management personnel of the requirement for smoke detectors and fire extinguishing equipment in the cargo compartments of narrow-body jets such as the DC-8 and Boeing737 was done despite the fact that hazardous cargo always will be put in such compartments. Hazardous cargo is placed in such compartments either by accident or deliberately. Further, fires occur in such cargo compartments repeatedly on a world-wide basis.  There have been numerous near-disasters from this elimination, but Valuejet is the most memorable example. The story behind the elimination of that safeguard and the reasons for that unsafe act is not known to anyone except insiders who know the culture in the FAA.

• The elimination by FAA management personnel of the previously required hard backup for flight controls such as the horizontal stabilizer, required on such aircraft as the DC-8, Boeing 707, Lockheed 1011, has already resulted in over 1,000 deaths, and threatens anyone who flies. Hundreds of others came close to suffering the same fate as all but one hydraulic system failed.
   

• Elimination of the professional flight engineer, which facilitated some of the prior airline crashes and near-crashes. The elimination of the flight engineer on complex aircraft with hundreds of people on board reduces safety, places a greater load on the pilots, reduces the technical knowledge possessed by a competent flight engineer to detect, take corrective actions, and reduce the chance of a disaster.

Before Stich appeared on the scene as an FAA air safety inspector with the assignment to correct the conditions that existed within the FAA and at United Airlines, other federal inspectors had contacted the NTSB board members describing the problems and the deadly consequences. As usual, the board members covered up. By doing this, they enabled the culture and corruption to continue, knowing that airline crashes and deaths would follow.

After Stich made a record of the NTSB board members conduct, it then became necessary for them to continue the cover-ups so as to protect themselves. This scenario continues to this day, and has continued to result in major air disasters--the most recent and catastrophic being the four hijackings on September 11, 2001.

Cover-up is a deeply engrained culture in government, and the books written by government insiders describe this deadly practice. In addition to the cover-ups within the FAA and NTSB as it relates to the history of preventable airline disasters, records show the involvement of the following−all of whom made possible the fraud-related airline disasters in the nation's history−including those of 9/11−and those that will follow:
 

• Members of Congress, who were made aware of the problems, and who covered up for them.
   

• FBI and other members of the Department of Justice, who were made aware of corrupt and criminal activities, including those occurring during an FAA hearing in which Stich acted as an independent prosecutor.
   

• The investigative arm of Congress, the General Accountability Office, that was made aware of the corruption and resulting tragedies.
   

• Much of the broadcast and print media, who were repeatedly made aware of these corrupt activities associated with major air disasters.
   

• Federal judges, who blocked the reporting of these criminal activities that were reported to federal courts under the federal crime reporting statute, and who blocked the actions filed under the statute that permits anyone to seek a court order requiring a federal official to perform his duty and to halt unlawful conduct.
   

• The legal profession, whose documented obstruction of justice for the past 30 years are detailed in various books, starting with the third edition of Unfriendly Skies.
   

• The public, including relatives of the dead in fraud related crashes. Since 1978, books and radio and television appearances detailed and documented these matters, making the public aware of the misconduct threatening their lives while in the air. None ever provided any help or showed any concern.

Throughout the world, for 50 years, airliners have been hijacked. This safety problem was, obviously known, and certainly known to the people in the government's aviation safety offices that had the responsibility to order the preventative measures to halt the hijackings.

FAA inspectors, including Rodney Stich, had made recommendations years earlier on the need to implement the simple and inexpensive means to prevent hijackings. As with every other safety recommendation made by Stich and other inspectors, these measures were blocked by aviation-ignorant and politically-sensitive management personnel.

The two most easily accomplished preventative measures were (a) keep the cockpit door locked throughout the flight; and (b) remove the cockpit door keys from the cabin flight attendants. It is highly probable that the terrorists overpowered the flight attendants and seized the keys to the cockpit doors. If they did not have these keys, and had tried to break down the cockpit doors, most pilots would have put the aircraft into an unusual attitude that would have prevented the terrorists from concentrating on forcing open the cockpit door.

For months prior to 9/11, the FAA administrator, with no meaningful background in aviation safety, ignored the repeated warnings that U.S. airliners were to be hijacked and flown into building.

As a result of the culture in the FAA, and the cover-ups by every other check and balance, terrorists were able to hijack four airliners in a single day, kill 3,000 people, and set in motion events that would kill even more people.

Congress, and the 9/11 Commission, "wisely" steered away from addressing the areas of primary blame for 9/11−the government's aviation safety offices.  Their focus was on the innocent intelligence failures and failures to act on known intelligence in the FBI and CIA. Even here they engaged in cover-ups. They covered up for the corrupt cultures in the FBI and CIA that constituted crimes against the United States, that were obviously not compatible with the culture required to protect the country.

In the FBI, as described in the books, FBI agents engaged in decades of murders with organized crime figures, and known to FBI-DOJ officials in Washington. FBI and other DOJ personnel repeatedly knew of and repeatedly blocked Stich's attempts to expose the corruption in the government's aviation safety offices and the corruption in the CIA.

Within the CIA, as also described in the books, CIA agents engaged in drug smuggling, financial frauds, and other criminal activities that inflicted decades of harm upon the United States.

Filing Lawsuits to Halt Corruption-Enabling Disasters

Over the years, former federal aviation safety agent Rodney Stich filed various legal actions seeking to circumvent the cover-ups to report the continuing corruption in the government's aviation safety offices that continued to play prominent roles in airline disastersincluding those of 9/11. Each of these were blocked.

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.
     

• 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!

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