NTSB Board's Culture of Politically-Motivated
Cover-Ups and 50 Years of Deadly Consequences

Unknown to virtually everyone, the political National Transportation Safety Board and its prior organization, the Civil Aeronautic Board Bureau of Aviation Safety, has a long record of altering the causes of aviation disasters, for political purposes. Former federal airline safety inspect Rodney Stich discovered and documented this practice since the mid-1960s. He had written about this practice from the printing of the first edition of Unfriendly Skies that was published in 1978, and continued through three revisions and in the latest book, History of Aviation Disasters: 1950 to 9/11.

The direct causes of aviation disasters are usually obvious, and not easily covered up. It is the indirect enabling causes that make possible the direct causes that are the subject of  cover-ups. Poor pilot performance, for instance, may be the direct cause of the crash. But an airline's failure to provide legally required and industry standard safety training, reducing the airline's cost, would be an enabling cause.

Another enabling cause could be the refusal of FAA management to take action to force an airline to comply with mandatory training, for political reasons. Or, the NTSB Board's cover-up of major enabling causes in a prior airline crash, motivated by desire to protect the FAA or for other political reasons, now requires the NTSB Board to again cover-up for a crash resulting from the same problem that the NTSB covered up previously. Numerous instances of these matters, including the NTSB complicity, are revealed in History of Aviation Disasters: 1950 to 9/11. Except for a few close insiders, no one would suspect such a situation. A few examples are shown at this site, being presented in a sequence for best understanding:

First in Endless Series of CAB/NTSB Cover-Ups

The NTSB investigators do a creditable task of determining such accident-related matters as aircraft system failures, conditions at the time of the crash, and others factors. The statements put in the final accident report issues by the political NTSB Board members are sometimes different from what the NTSB accident investigators have foundaccording to statements made by some investigators to former FAA inspector Rodney Stich.

Combining information from his multiple roles and unusual background, Stich discovered from his early experiences in the FAA that the politically-appointed NTSB Board members willas in every other government entitycover up for misconduct playing a major role in a long series of aviation disasters.

Covering up for major misconduct by unfit FAA management was the first examples that Stich discovered. In later years, the cover-ups were to protect people in other government departments. Unfortunately, such cover-ups enable the problems to continue, along with  the crashes and deaths. And in some cases, such as the hijackings of multiple airliners, the consequences far exceed the horror of a single airline crash. The  direct cause of crashes would be difficult to conceal. However, the behind-the-scene misconduct that enabled the direct cause of the crash can often be kept from the public, especially if revealed by a corruption-exposing whistleblower and the cover-ups involved media personnel, members of Congress, Department of Justice personnel, and the public isn't inquisitive.

Initial Discovery of CAB/NTSB Cover-Ups

Letters to and from the Civil Aeronautics Board (responsible for investigating airline safety problems and airline accidents, at that time. The same personnel and culture were then transferred to the restructured National Transportation Safety Board (NTSB) in 1967:

Letter from Civil Aeronautics Board, August 26, 1965. John W. Dregge, Director, Community and Congressional Affairs.

Letter from Civil Aeronautics Board, Donald Madole, August 18, 1965. Falsely claimed no safety problems in FAA. These statements, that had life-or-death consequences if false,  were made as:

Unprecedented in Nation's History, Exposure of
FAA Corruption and Resulting Aviation Disasters

FAA airline safety inspector Rodney Stich, acting similar to an independent prosecutor in an administrative court proceeding covering several months, produced a record, as never before, of the close relationship between widespread corruption in America's primary aviation safety agency and a series of fatal airline disasters.

Concurrently, in 1964 and 1965, he sent numerous letters to members of Congress, reporting what he and other inspectors had found during their official duties, but the reaction of FAA management covering up during those administrative court proceedings.  In addition, the FAA legal staff was devoted to protecting the guilty FAA managementrather than insuring that the evidence of the deadly misconduct be uncovered. The following provides evidence of the initial, biggest aviation frauds in the nation's history:

Congressional Elimination of Federal Aviation Agency
And the CAB Bureau of Aviation Safety

Major changes did occur two years later, and the public never told of the reason for the changes. 

Unfortunately, the same management and culture from the former organizations were put into the replacement government departments.

As detailed in the books written by Rodney Stich, the same corruption, the same cover-ups, and the same resulting aviation disasters and deaths, continued.

Petition to NTSB Relating to the PSA Disaster,
The World's Worst Crash At That Time

Petition to the NTSB to the NTSB by former FAA airline safety inspector to reopen the hearing into the crash of PSA to introduce major evidence that would explain the pilots' failure to see the aircraft that it crashed into. The political NTSB board members refused to admit the evidence which would expose serious safety problems and expose the NTSB's prior cover-up. The refusal of the NTSB to grant a hearing caused Stich  to filed federal actions seeking an order to receive that evidence.

Lawsuit Against NTSB On Basis Of
History of Covering Up FAA Corruption

Federal lawsuit against the NTSB, seeking a court order requiring the NTSB to receive evidence that explained the primary cause of the great PSA crash. December 17, 1980. (MS Word) (Adobe PDF)

Sampling of Aviation Disasters Made Possible By
 Corruption in Key FAA Positions

All forms of human tragedies have been inflicted upon the people of the United States from the corruption discovered by the people behind this site−and made possible by enablers in and out of government. The below pictures are only a sampling of the consequences from the documented corruption that are able to be portrayed graphically. The tragedies in other areas resulting from the corruption, cover-ups, and public indifference, are not shown here.

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.

  • United Airlines DC-8 crash into Brooklyn section of New York City.

  • United Airlines DC-8 crash at Denver.

  • United Airlines crash into Lake Michigan during approach to Chicago.

  • United Airlines crash into Chicago during an instrument approach to Midway Airport.

  • United Airlines crash at Salt Lake City due to high-sink-rate unstabilized approach.

  • United Airlines DC-8 crash into mountains near Salt Lake ;City.

  • United Airlines crash at Portland, Oregon.

  • American Airlines crash at Cincinnati.

  • Alaska Airlines crash into the Pacific Ocean off Southern California coast.

  • PSA crash into the Pacific Ocean off of Southern California.

Sampling of Aviation Disasters Involving
CAB/NTSB Board Cover-Ups

The above-listed crashes which were then followed by cover-ups of corruption in other areas, such as corruption of personnel in the U.S. Department of Justice (Details in History of Aviation Disasters: 1950 to 9/11, and other not-for-profit books by former FAA inspector Rodney Stich, available at amazon.com and other internet sources):

Corruption in Political NTSB Board:
Precursor to Numerous Airline Disasters

The corruption in certain segments of the FAA that was clearly enabling a series of horrific aviation disasters, also existed among the National Transportation Safety Board's politically appointed board members, and made possible a series of fatal airline disasters. Their misconduct appeared to be for the purpose of protecting high-level FAA personnel.

NTSB corruption arose from the fact that board members knew of the corruption in the Federal Aviation Administration, as one of them admitted to Stich, they knew of the related fatal airline disasters, and they refused to act. Even after Stich presented evidence of criminal cover-up during a four month series of administrative trial proceedings, during which Stich acted similar to an independent prosecutor, the NTSB continued to cover up. Stich filed a several hundred page closing brief at the end of that hearing containing documents and testimony showing a culture of corruption and a long list of deadly aviation disasters enabled by the corruption, some of it criminal in nature.

This cover up was made worse by the fact that three additional airline disasters occurred during the hearings.  The cover-ups by the NTSB board members made possible the continuation of the culture of corruption and the crashes, which the NTSB addressed by falsifying their official accident reports on those airline crashes arising from the misconduct. This especially occurred in such crashes as (a) UAL crash at Salt Lake City; (b) UAL crash into Lake Michigan; (c) UAL crash during takeoff from Los Angeles; (d) UAL crash at Portland, Oregon; and others.

When this culture within the NTSB is recognized, it becomes easier to understand the NTSB cover-ups in such disasters as the downing of TWA Flight 800 and American Airlines Flight 587 that occurred shortly after 9/11. It is also easy to understand why the NTSB remained silent about why known safety procedures that would have prevented the hijackings of four airliners on 9/11 remained quiet.

Considerable information supported Stich's credibility and support for the charges.

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:

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.

Initial DOJ Support for Lawsuit Against NTSB—
Until DOJ Politics Intervened

After I filed the lawsuit against the NTSB in the federal courts at San Francisco, assistant U.S. Attorney George Stoll in the San Francisco office contacted me by phone. He agreed with me that the NTSB should be required to reopen the investigation. During this conversation, Stoll stated:

It’s ridiculous that the NTSB did not investigate further into the reported partying. ... The investigation should be reopened. ... I am going to bring pressure on them [NTSB] through the Department of Justice to see if they won’t reopen the investigation. ... The government has responsibility to see to it that its agencies do their jobs. ...

I can go ahead and file a motion to dismiss in the next few days, but I’m not satisfied with that because I don’t think in this case the government’s skirts are totally clean, and I don’t think it’s my job to cover up. ... I agree with you that what she said, passenger Helen Rhea, was far more than an investigator in many cases is reasonably likely to hear. It certainly is pregnant with some very serious implications. ... It is ridiculous.

Stoll stated that he was recommending to his superiors in Washington that the government supports my action, and that the NTSB be ordered to reopen the investigation and admit evidence of the crew partying. He also stated that he was recommending that the NTSB be investigated, as was obviously necessary.

The assistant U.S. attorney was unaware of the long history of cover-up by his Washington bosses in the U.S. Department of Justice that I had previously experienced and documented. I knew that Stoll’s recommendations would be denied. If Stoll was not blocked, the series of scandals involving earlier aviation disasters would receive worldwide publicity.

world’s worst ongoing air safety scandal would be exposed, implicating high government offices with corruption and sacrificing lives by their cover-up.

Sure enough, a week later, totally contradicting what he had previously stated to me, Stoll was overridden by Justice Department politics. The U.S. attorney's office filed a motion to dismiss my action, stating in the motion to dismiss: “There is no question in this case that the Board has performed its duty and conducted a substantial investigation.”

The complaint against the NTSB had been assigned to U.S. District Judge Stanley Weigel  in the Northern District of California at San Francisco. During the various motions by the U.S. Attorney to dismiss the lawsuit, Weigel admitted the gravity and probable conse­quences of the allega­tions in my complaint. Under federal case law, the allegations in the complaint must be accepted as true in opposing motions to dismiss. Also, he had a responsibility under Title 18 U.S.C. § 4 to receive my testimony and evidence when I reported the federal crimes to a federal court as required by that statute.

The lawsuit could be dismissed only if my allegations did not state facts constituting a federal cause of action. Judge Weigel dismissed the action, falsely stating that I was appealing an order of the NTSB, and that it came under federal statute, Title 49 U.S.C. § 1903(d). I did not file my cause of action under that statute. I did not appeal an order. I filed it under Title 28 United States Code Section 1361, giving federal courts the authority to force an administrative agency to comply with the law, and receive my evidence.

Judge Weigel stated in part, “This is a matter that is properly before the Court of Appeals, and in a way I am sorry, because it is a fascinating subject and I would like very much to have it before me. But under the law, I don’t think I properly can.” 

He also stated that it should have been filed in the U.S. Court of Appeals. That was incorrect. But, if the complaint was filed in the wrong federal court, under law he was required, in the interest of justice, to transfer the case to the Court of Appeals, rather than dismiss the action.

I then filed an appeal, which was heard by U.S. Appeal Judges James Browning, Joseph Sneed, and Mary Schroeder. They also admitted the gravity of my allegations. In their May 27, 1982, decision, the judges dismissed my appeal, stating:

Although appellant’s concern for the safety of future airline passengers is commendable, in view of the recent decision of the United States Supreme Court in Valley Forge Chris­tian College v. Americans United for Separa­tion of Church and State, Inc., 102 S.Ct. 752 (1982), the judgment [of dismissal] must be affirmed.

Article III of the United States Constitution limits federal court jurisdiction to “cases or contro­versies.” Consistent with this limitation, litigants may not make claims for relief in federal court without showing an actual or threatened personal injury. “At an irreducible minimum, Art. III requires the party who invokes the court’s authority to ‘show that he personally has suffered some actual or threatened injury as a result of the putatively illegal conduct of the defendant ....’” Valley Forge, supra, 102 S.Ct. at 758, quoting Gladstone, Realtors v. Village of Bellwood, 441 U.S. 91, 99, 99 S.Ct. 1601, 1608 (1979). Even absent an article III bar, this court should refrain from adjudicating disputes based on generalized grievances shared by all citizens. Warth v. Seldin, 422 U.S. 490, 499-500, 95 S.Ct. 2197, 2205-06 (1975).

Stich’s concern, the risk of future airline crashes, is real enough. That concern does not, however, rise to the level of an actual or threatened injury. The risk is shared by Ameri­cans generally. Absent an injury which threatens Stich in a way which distinguishes him from the populace as a whole, federal court action is barred.

[Dismissal is] Affirmed.

 The judges knew I was the only person with the hard evidence and willingness to fight the powerful forces in government already criminally implicated in the scandal. If the action was dismissed, the corrupt acts that were so deeply imbedded in the FAA, the NTSB, and elsewhere, would continue. And so would the tragedies. Further, under federal criminal statutes, Title 18 U.S.C. § 4, I was required to report the federal crimes to a federal court or other federal tribunal.

I then filed a petition for writ of certiorari with the United States Supreme Court, seeking to vacate the dismissal by the district court. The Justices of the U.S. Supreme Court covered up, and denied hearing my petition. In this manner the deaths of many people whose lives could have been saved by exposing the deadly politics of aviation safety, continued for many years thereafter.

Another federal statute that requires federal courts to exercise jurisdiction when the Federal Aviation Act is violated is Title 49 United States Code Section 1487. That statute states:

Any party in interest may apply to the district court of the United States ... for the enforcement of ... this Act, or such rule, regulation, requirement, ... such court shall have jurisdiction to enforce obedience thereto by a writ of injunction or other process, mandatory or otherwise, re­straining such person, his officers, ... from further violations of such provision of this Act or of such rule, regulation, requirement ... and requiring their obedience thereto.

Another factor was on my side. Not only did I have the evidence of the wrongdoings, but I had been among the most experienced and competent of any FAA inspector, and certainly more so than  any other the FAA management. Years earl8ier,when aviation disasters were occurring often every few months, and United Airlines have more crashes than any other airline, I was given the sole responsibility to go to that airline and halt the massive aviation safety violations, some of them criminal, that set the stage for many of their worst disasters. The airline's powerful forces in Congress and the FAA enabled the airline to continue for years violating important federal safety requirements despite the many crashes and deaths. To this day, none of the guilty have ever suffered the consequences.

The airline's slogan at that time, the Friendly Skies of United, caused me to name my first book, The Unfriendly Skies.

Petitions to NTSB to Reopen
Investigation of TWA Flight 800

A group of retired NTSB investigators (not Board members) filed a petition with the NTSB Board in June of 2013, stating that when they were with the NTSB, critical information was withheld. Their position was that a missile, fired by unknown sources, brought down TWA Flight 800.

At about the same time, former FAA airline  safety inspector also filed a petition to receive considerable more information about the downing of TWA Flight 800. That information included, for instance:

  • A hundred surface-to-air missiles in the possession of an Afghanistan warlord were made available to terrorists after FBI-CIA personnel refused to accept them.

  • Former FAA activist sent letters to members of Congress urging them to intervene before the missiles ended in the hands of terrorists. No response!

  • Information obtains by activists Rodney Stich from a mole in the al Qaeda cell headed by Ramzi Yousef indicated a plan to bring down a U.S. airliner departing a New York City airport, several weeks before the downing of TWA Flight 800.

  • Boeing Aircraft company continuing to hold the position that an external explosion resulted in the downing of TWA Flight 800.

  • Absence of any urgency by the FAA and airlines throughout the world in making changes to the center fuselage fuel tank—the excuse fabricated by FBI-CIA personnel.

  • The reason for FBI-Department of Justice personnel calling the downing a fuel tank problem would be the advance information of terrorist attacks that were deep-sixth by high Department of Justice personnel in order to prevent exposure and prosecution of a key FBI supervisor in murders. That cover-up of advance information of several planned terrorist attacks included the downing of an airliner department a New York City airport,  bombing of U.S. embassies in Africa; and the hijackings of airliners and flying them into buildings—all of which happened. And all of which could have been prevented if the deep-sixing of the advance information of the planned terrorist attacks had not been blocked.

Responsibility of the National Transportation Safety Board

After members of Congress shut down and replaced the Civil Aeronautics Board—after former FAA airline safety inspector Rodney Stich provided members of Congress with evidence of major misconduct—the replacement was called the National Transportation Safety Board (NTSB). It was an independent agency, charged with determining the probable cause of transportation accidents and promoting transportation safety.

When an airline accident occurs, it is the responsibility of the NTSB to investigate. (The only time when the NTSB is not the primary investigative agency is when the crash is obviously the result of a criminal act.) The investigative team is composed of the following groups:

HUMAN PERFORMANCE: Responsible for the study of crew performance and all before-the-accident factors that might be involved in human error, including fatigue, medication, alcohol. Drugs, medical histories, training, workload, equipment design and work environment.

OPERATIONS: Responsible for determining the history of the accident flight and crewmembers' duties for as many days prior to the crash as appears relevant.

STRUCTURES:  Responsible for documenting the airframe wreckage and the accident scene, including calculation of impact angles to help determine the plane's pre-impact course and attitude.

POWERPLANTS:  Responsible for examining the engines (and propellers) and engine accessories.

SYSTEMS:  Responsible for studying the components of the plane's hydraulic, electrical, pneumatic and associated systems, together with instruments and elements of the flight control system.

AIR TRAFFIC CONTROL:  Responsible for reconstruction the air traffic services given the plane, including acquisition of ATC radar data and transcripts of controller-pilot radio transmissions.

WEATHER:  Responsible for gathering all pertinent weather data from the National Weather Service, and sometimes from local TV stations, for a broad area around the accident scene.

SURVIVAL FACTORS:  Responsible for documenting the impact forces and injuries, evacuation, community emergency planning and all crash-fire-rescue efforts.

Several crew performance problems were obvious within a few days of the Asiana Airlines crash:

  • None of the pilots were observing the most basic pilot duty: watching and controlling the airspeed, especially during the approach for a landing when the aircraft is close to the stall, where almost certain death can be expected to occur if the aircraft is flying too slow and crashes into the ground or water.. There can be virtually no excuse for the long period of dangerous slow airspeed. If the pilots haven't learned this basis pilot function, they need to go back for intensive retraining.

  • The pilots conduct during the approach would have been an automatic down check if this had been a pilot proficiency check. It would not require a year delay in understanding that basic cause of the crash.

The NTSB investigations on the crew performance groups rarely have any airline experience. They therefore are unaware of common piloting problems. The findings of the investigatorsas often told to this former FAA airline safety inspectorare often ignored by the aviation-ignorant political members of the NTSB Board. This has many times resulted in cover-up of politically sensitive enabling causes of crashes. Many instances are described in the book, History of Aviation Disasters: 1950 to 9/11. For instance:

  • Many of the early crashes of United Airlines, due to aviation safety misconduct covered up by politically-motivated FAA management.

  • In the downing of TWA Flight 800, FBI agents had prior notice of the plans to bring down an airliner departing New York City, and this information was deep-sixth by high-level employees of the U.S. Department of Justice, as part of a scheme to prevent a key FBI supervisor being exposed in a series of murders.

  • In the downing of Pan Am Flight 103, where the NTSB played a secondary role, where there was massive evidence of employees of the FBI-Department of Justice planting bogus evidence to shift the attention from the actual bombing groups to two innocent Libyans and Libya.

These are very serious matters, and reflect areas of grave misconduct involving many of America's leaders, and required the complicity of cover-ups by the media, members of Congress, and others.

Documentary Books by Inside Professionals Revealing the
Real Intrigue of America's Leaders







All of the books are available at amazon.com, 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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