Partial Description of Stich

Naval Aviator Patrol Plane Commander

At the age of 17, he joined the U.S. Navy in December 1940 (a year prior to the Japanese attack upon Pearl Harbor on December 7, 1941). He was trained and then served as a radioman on PBY seaplanes until the end of 1942. His PBY squadrons were VP-71 and VP-54, and patrolled out of Hawaii and Wake Island.

The patrol planes took off early in the morning, while still dark, and often did not return until after dark.

Part of his flying was from the operating base on Midway Island before the great battle of Midway. Once his slowing moving PBY seaplane was attacked by a fast-moving Japanese Betty bomber.

It was one of the PBYs from VP-71 fortuitously spotted the Japanese fleet approaching Midway Island for what became the most decisive naval battle of World Ware II. It was by luck that the Japanese fleet was spotted in time for the U.S. Navy to intercept it. The normal search sector involved the planes to go out about 700 nautical miles, make a 90 degree turn and go about a hundred miles, and then head back to the base.

On that particular flight, the patrol plane commander decided to extent the search area before turning back. Shortly after making that decision, the crew saw the approaching Japanese fleet was spotted, Fortunately, the Japanese fleet did not spot the PBY, which was fortunate for making an unexpected attack upon the approaching Japanese.

Shortly thereafter, without the Japanese fleet being aware that the American had discovered their approach, they were hit by a large number of Navy dive bombers and torpedo bombers (most of the latter being shot down). The Japanese suffered heavy losses and retreated back to Japan. That was the turning point in the war with Japan.

In early 1943, he was selected for Navy pilot training. The first assignment was to the University of Georgia at Athens, for basic training that was generally of no value. From there, he was sent to the Dallas Naval Air Station for primary training in the Steerman "yellow perils," flying out of a small Navy field at Grand Prairie, Texas.

Upon finishing primary training, he then went to Pensacola, where he trained in the SNV (Vultee Vibrator) and then the SNJ (AT-6) aircraft. Upon finishing training in those aircraft, pilots were asked what type of aircraft they preferred to for further training and fleet assignment. Stich selected the PBY Catalina flying boats that he had served in as a radioman.

The training consisted of take offs and landings in Pensacola Bay, and in December 1943, he received his Navy wings, first as a Chief Aviation Pilot and then another set of Navy wings as a Naval Aviator and Ensign. Very few Navy pilots have two different set of wings. He was then transferred to the Naval Air Station at Jacksonville, Florida for advance training in the PBY.

Flight Instructor in Advance PBY Flying

Upon completion of that training, he was selected to remain as a pilot flight instructor in the PBY aircraft. He was 20 years of age at that time, which was very unusual in the Navy.

After about a year of instructing, he had accumulated sufficient flight hours to qualify for training as a Patrol Plane Commander (PPC). Normally, the minimum qualifications for a Patrol Plane Commander was 1500 hours, but that was halved for pilots who accumulated the hours as a flight instructor.

He was then sent for training as a Patrol Plane Commander in the four-engine Liberators and Privateers at the Naval Air State, Hutchinson, Kansas, during the cold Kansas winters. He passed the check and at the age of 21, was the youngest four-engine Patrol Plane Commander in the Navy during World War II.

Upon completion of that training, he was assigned a crew and sent to VPB-120 at the Naval Air Station near Whidbey Island, in Washington. For several months he flew missions out of that station. From there he was sent to the Naval Air Station at Kaneohe Bay in Hawaii, and from there, he was sent to VPB-108 on Tinian Island (the airfield where the B-52 took off shortly before, for the epic atom bomb flights to Japan).

He flew patrol flights in the Pacific, in areas where a few years earlier Amelia Earhart lost her life. That was partly due to the primitive or absence of navigation aids at that time., making it extremely easy to get lost. A pilot could be 20 miles from an small island and often not be able to see it. On a long flight, it takes very little to miss the destination by much more than that.

When the war ended, and with visions of being stuck on some little island in the Pacific, Stich left the Navy, but remained in the reserve for several years. He resigned about a year before the United States decided to invade Korea.

Closing Down Love Field
For Stich's Arrival

After the war, Stich was a flight and ground instructor at a small airport south of Dallas, Texas, called Redbird Airport. During one flight while instructing a student in on instrument approaches to Love Field, in a single-engine Vultee SNV aircraft, the engine suddenly started disintegrating. He declared an emergency to Love Field tower and was cleared to land on any runway, while closing the field to all other traffic, including airliners. Which he did do.

People on the ground could hear the aircraft engine sputtering. A friend later told him that he was in the bathroom shaving when he heard the troubled aircraft pass overhead.

In 1950, under the veterans training program, he received training and became rated as an Airline Transport Pilot in the DC-3.

The aviation activities were secondary to his employment as pharmaceutical detail man for at that time the highly respected George A. Breon Company out of Kansas City, Missouri.

Life as an International Airline Captain

Missing the more exciting life of an airline pilot, in 1950, he became a pilot for Pioneer Airlines based a Love Field, Dallas, Texas. At that time, copilots at small feeder airlines, like Pioneer, worked long hours, six days a week, and made as many as a dozen landings a day. And for that, the starting pay for a copilot was a fabulous $260 a month!

Looking for a better pilot's position, he hoped on a Slick Airways C-46 at Dallas and went to California looking for a pilot position. At Burbank Airport in those days, a pilot could be looking for a job in the morning and by that evening be flying pilot out of Burbank on a cross country passenger flight to New York. He flew for one small airline for a short time, and then went to Oakland, California, seeking a position with Transocean Airlines, flying domestic and overseas flights.

In 1951, the Saturday Evening Post had a three series articles on the airline, referring to it as the Daring Young Men of Transocean Airlines. The famous writer, Ernie Gann, was one of their pilots. Gann wrote such books as the High and the Mighty, and Island in the Sky, for which movies were based.

Chief Pilot Harvey Rogers hired Stich on the spot, and in July 1951, he started flying a variety of aircraft. During his career with Transocean Airlines, Stich was type rated in the following aircraft:

DC-3.
DC-4.
Martin 202.
Convair 340.
Curtis C-46.
Super Constellation.
Double deck Boeing Stratocruiser.

Stich's experiences with that airline are described in a book, David vs. Goliath: 9/11 and Other Tragedies.

Because of Transocean's international operations, the flight operations covered many unusual incidents and type of operations. For instance, he flew several DC-4 trips from Oakland to New Delhi, India, carrying 1600 monkeys for delivery to the Midwest where they were used for the Salk polio vaccine program. He flew Moslem pilgrims to Mecca from various Middle East locations (Beirut, Jerusalem, Baghdad, Teheran, Abadan, sometimes landing in the desert outside of Mecca.

During one such operation in 1953, while residing at a hotel in Abadan, Iran, he was caught up in the CIA-initiated revolution that toppled Mossadegh and brought into power the Shah. The Iranians has previously ordered the departure of British and Americans, and Stich and his small group of airmen were only tolerated because they were flying Moslems to Mecca. When the revolution occurred, Stich and his small group were at great physical risk. With the help of a Dutch national responsible for security, this small group had a machine-gun escort to their aircraft for an immediate departure.

During his flying days for the airlines, Stich was captain on virtually every type of piston aircraft flown by the airlines since the end of World War II. These included, for instance, DC-3, DC-4, C-46, Martin 202, Convair 340, Lockheed Constellation, and Boeing Stratocruiser.

During a two year period during the busy summer months, he flew as captain for Japan Airlines, where his copilots were former Japanese military pilots with whom the U.S. Navy did combat. His Japanese pilot license is the low number 170, one of the first pilots licensed by Japan.

There were frequent furloughs due to slowdown in business, but he always managed to get employment with another airline. Among the airlines for which he flew during furloughs included Seaboard & Western (Seaboard & World); Cal Eastern; Cal Central; and several small charter airlines flying gamblers from San Francisco to Reno.

All types of emergency situations were part of these activities, including for instance: engine fires and engine failures in flight and during takeoff; shutdown of all destination and alternate airports by fog on the North Atlantic run; un-forecast high winds on long over-water flights that made reaching an airport questionable.

Transocean Airlines was a pioneer in low-cost airline flying. But the political power of the scheduled airlines caused the Civil Aeronautic Board to impose severe restrictions to where the airline finally went out of business in 1961.

Constant Changing Flight Environment

There was nothing dull about flying for Transoceean Airlines. One day he could be flying passengers to Honolulu, or New York, or Europe. Interesting flights included:

Flying wounded GIs to the United States from the Korean War.
Flying Muslim pilgrims from throughout the Middle East to the holy cities of Mecca and Media.
Waking up one morning in Iran to a revolution orchestrated by the CIA, overthrowing the legally elected head of Iran, Mossadegh, and installing the Shah. That would be followed by the 1979 Iranian revolution and the taking of 52 American hostages, which was later followed by another CIA operation known ass October Surprise.

Stich has a book that describes his life and the perils he encountered.

Joining the Federal Aviation Administration

Losing his employment with Transocean Airlines after the airline declared bankruptcy, Stich sent a letter to the FAA inquiring about a position as inspector on the airlines. He was promptly contacted, hired, and assigned to the Los Angeles office.

His duties included anything involved operational safety. He conducted flight checks of airline pilots, issued aircraft ratings to airline pilots, made safety recommendations, inspecting and insuring that airlines meet federal air safety requirements, investigating aircraft incidents and accidents and making reports on them. Airlines at which Stich conducted pilot and flight engineer checks included United, TWA, Eastern, Northwest, among others.

Made several safety procedures while an FAA inspector that are standard today at many airlines. These include high altitude jet upset avoidance procedures, procedures to avoid inadvertent descent into the ground, procedure to minimize the large altitude loss following stall of air carrier aircraft, pre-takeoff briefing procedures.

Assignment to Correct Conditions
Responsible for Worst Series of Aviation
Disasters in the Nation's History

After about one year, he was approached and asked to take an assignment to correct the conditions responsible for the worst series of airline crashes in the nations' history, and primarily the serious problems at United Airlines training and competency-check center at Denver. At that time United Airlines had experienced more airline disasters than all the other airlines combined.

Discovering Safety Frauds
Beyond His Comprehension

Stich discovered the most serious safety problems and criminal acts that he had ever seen in his flying career. Key people at the United Airlines Flight Standards office in Denver were denying to pilots and flight engineers the legally required training and then falsifying government required reports that falsely stated the training and competency checks had been completed. These were the cause of the many airline disasters that the airline was experiencing.

Stich discovered, as many federal inspectors discovered and experienced earlier, that FAA management:

Knew of the crash-related pattern of air safety and criminal acts by key management personnel at United Airlines.
Instructed inspectors not to file reports of air safety or criminal violations that were discovered at United Airlines. This and similar misconduct made possible most of the many crashes experienced by United Airlines over a 20 year period.
Removed from the official government records and returned official reports of these problems to the reporting inspectors, telling that that these reports were not wanted, and that they would make the office look bad when there was an accident investigation.
Destroyed inspectors' reports that revealed the serious violations at United Airlines.
Harassed and threatened federal inspectors who continued to report the accident-causing air safety and criminal violations.
Took retaliatory actions against federal inspectors who took required corrective actions, such as conducting a record inspection opposed by United management personnel, reporting a crew members needing corrective training for such problems as high-sink-rate approaches, poor knowledge of the aircraft, poor pilot performance.
And serious misconduct by key people at United Airlines, the airline that more catastrophic aviation disasters than all the other airlines combined.

While these may sound like minor personnel problems, people were dying horrible deaths in crashes caused by the problems that everyone knew existed.

FAA management was complicit in the criminal acts, and repeatedly blocked Stich and other competent inspectors from either reporting the problems or acting upon them. FAA management officials in the Los Angeles division office were also complicit, and refused to act when Stich brought the matters to their attention.

The gravity of the continuing crashes and deaths, and the culture within the FAA that covered up for the problems, caused Stich to exercise the law in such a manner that he acted as an independent prosecutor. He conducted hearings over a four month period, subpoenaing FAA officials, and providing evidence that the corruption existed and that the corruption was closely related to the airline disasters occurring at United Airlines. Some of these problems were system wide in the FAA, and responsible for fatal crashes at other airlines.

Instead of a judge presiding over the hearings as in a federal or state court, a lawyer from the FAA administrator's office acted as the hearing officer. Stich submitted a closing brief, which was following by the hearing officer covering up.

During the hearings, three more airline disasters occurred, one of them being a United Airlines crash at Salt Lake City where 43 people were cremated alive. The direct causes of the crash and deaths, as stated by the NTSB report, were:

The captain's dangerous high sink rate.
The flight engineer's poor knowledge.
The crew's poor evacuation of the passengers.

The political NTSB board, however, omitted from the report the most important problem, being the internal FAA problems and the problems at United Airlines.

After the hearing, the FAA retaliated against Stich, and he was forced to leave government service, writing that he refused to work under such corrupt conditions.

While he was an FAA air safety inspector, among his many reports and recommendations, he reported the dangers of hijackings and the two common-sense steps that would have prevented almost every hijacking that subsequently occurred, including the hijackings of September 11, 2001. The deep-seated culture within the FAA, including malfeasance, misfeasance and nonfeasance, resulted in the repeated disregard of the reports and recommendations of the highly qualified FAA air safety inspectors.

As detailed in the fourth edition of Unfriendly Skies: 20th & 21st Centuries, this conduct caused or made possible the September 11, 2001, hijackings, earlier fatal hijackings, and many other fatal air disasters. A prior airline crash into New York City that generated worldwide attention, a United Airlines crash, arose from this culture of FAA misconduct.

Sampling of Aviation Disasters in Areas
Where Stich Had Government
Airline Safety Responsibilities

The following are a sampling of the airline disasters in programs for which Stich has hands-on airline safety responsibilities. These crashes were enabled to occur by a deep-seated pattern of safety corruption that Stich discovered during his official duties and which he sought to correct. These efforts led to the discovery of other areas of corruption.

The efforts by him to expose what he and his coalition of other insiders had discovered led to decades of brutal attacks upon him, causing his to suffer serious personal and financial harm. He was corruptly stripped of his life assets in an attempt to halt the exposure activities that were funded by these assets.

Most of the above catastrophic events occurred on the program for which FAA air carrier operations inspector Rodney Stich had been given the assignment to correct the conditions responsible for the worst series of airline disasters in the nation's history. Pictures of many other crashes are not shown.

Hired by Flying Tigers To
Prepare Pilot Operating Procedures

After leaving the FAA, Flying Tigers hired Stich to prepare the flight operating procedures and pilot operating manual for the stretched DC-8s that the airline had on order. Stich used this occasion to introduce a number of his prior safety recommendations, which were adopted by the airline. After approximately two years, completing the manual and the arrival of the first DC-8, Stich's employment was terminated.

During this period, Stich invested in real estate, buying distressed properties and improving them, including motels, truck stops, golf courses, apartments, and other investments. He had acquired about $10 million in real estate by 1986, starting with a $400 investment in a house in Hayward, California.

Continuing Airline Disasters
Motivated Continuing Efforts

After Stich left the FAA, the continuing FAA problems continued the long series of preventable airline disasters. He continued to report the corruption and how it was continuing to result in preventable airline disasters. This was done by letters to members of Congress and letters to media people and media corporations. He also sent letters to lawyers whose specialty was aviation disaster litigation.

Some recipients responded with admission of the gravity of the charges, none questioned that the conditions existed, but did nothing. Others, not wanting to be on record of knowing of the charges should there be a later investigation, simply did not respond. Despite the gravity of the charges in these letters, none responded.

It is a felony, under the obstruction of justice statutes, to fail to report, or fail to act if that is the recipient's responsibility, when informed of a federal crime, and there were multiple acts of multiple crimes involved in the corruption enabling multiple preventable airline disasters to occur.

It is also a federal crime under the misprision-of-felony doctrine for anyone who knows of a federal crime not to take some action. Under that statute, a the unindicted felons is almost unlimited!

At one point, the editor of Ramparts Magazine hired famed detective Harold Lipset of San Francisco to investigate. The details of that are in the book, David vs. Goliath: 9/11 and Other Tragedies.

Circumventing Cover-Ups With
Books and Radio-TV Appearances

Confronted with cover-ups everywhere that he went to provide evidence, Stich then undertook the arduous job of writing a book and having it published. He spent the time doing this on the naive idea that the American public−especially next-of-kin of people killed in crashed made possible by the corruption−would help expose and bring a halt to the conditions. That first book, published in 1978, called Unfriendly Skies−an Aviation Watergate, received excellent book reviews. Many thousands were sold.

Stich followed the book with hundreds and radio and TV appearances as guest and expert, whereby millions of people heard about the ongoing corruption associated with an ongoing series of aviation disasters. In those days, catastrophic aviation crashes were constant headlines, sometimes occurring every few months. He traveled around the country in his Twin Engine Beech D-50 Twin Bonanza aircraft.

From his books and radio-TV appearances, he was receiving many favorable letters. But no one did anything to help correct the ongoing problems.

Something Positive Did Result

Something positive did happen. As Stich became known to other people in overt and covert government operations, many contacted Stich and provided him with details and documents on criminal activities far beyond the areas that he personally discovered. It became obvious that something very serious was occurring in the United States, and no one dared to expose it. These sources include present and former agents of the FBI, DEA, Customs, CIA, including former heads of secret CIA airlines and secret CIA financial operations, who were part of covert activities in which corrupt and criminal activities were occurring.

Intrigue Unknown to Most People

By this time, Stich had acquired insider knowledge and evidence on vast areas of corruption in key overt and covert government operations, indicating a literal Trojan horse overtaking of these government departments. A sampling of the information he discovered included the followings:

Continuing corruption in the government's aviation safety offices responsible for years of continuing preventable aviation disasters caused by and enabled by known causes, including serious aviation safety misconduct. The latest in the series of preventable aviation disasters were the hijackings of four airliners on 9/11.
Criminal activities in other areas of overt and covert government operations that were continuing to inflict great harm upon the American people and upon national security.

Discovering Another Form of Corruption:
Criminal Cover-Ups and Misprision of Felonies

As Stich continued his dogged pursuit seeking to halt the tragedies resulting from the arrogance and corruption, he encountered another form or corruption that constituted crimes against the United States: the crime of obstruction of justice by people in key positions that had the responsibility, and were being paid, to respond to such information.

The criminal cover-ups by federal judges as Stich sought to report the ongoing corruption, as required by the federal crime reporting statute.
The hoard of lawyers filing sham legal attacking that had ass the primary intent halting the reporting of the criminal activities.
The years of cover-ups by members of Congress, who repeatedly refused to act when a multiple of ongoing criminal activities wer4e brought to their attention from 1966 to the present date.

Filing Federal Lawsuits to Report
Corruption Relating to Specific
Aviation Disasters

Armed with evidence of the corruption, Stich sought to circumvent the total block to reporting these serious matters by using the provisions in two federal statutes. One was the federal crime reporting statute that requires anyone knowing of a federal crime to report it to a federal judge or other federal officer.

That statute requires anyone in government, including members of Congress and Department of Justice employees, to receive information of a federal crime that is brought to them. But people in both groups blocked the reports. Stich then sought to report the federal crimes to a federal judge. The law requires that the judge receive the information provided to them from anyone that offers it as part of the judge's mandatory administrative duties. And anyone who blocks those reports commits felonies under various obstruction of justice statutes and the misprision of felony doctrine.

The first series of lawsuits sought to report the corruption in the FAA and NTSB. These were blocked by motion of Department of Justice lawyers, who had been covering up since Stich informed FBI and DOJ personnel of the problems while Stich was a federal agent.

More information about these filings can be found at other links, including the one related to legal actions.

The first legal filing was assigned to U.S. District Court Judge Robert Schnacke. Lawyers for the U.S. Department of Justice filed a motion to have the attempt to report the federal crimes dismissed. They argued in their motion that former federal agent Rodney Stich lacked standing to file the action.

The federal crime reporting statute, which was one of the statutes Stich relied upon for filing, states that anyone who knows of a federal crime must report it to a federal judge or other official. Obviously, anyone who knows of a federal crime has standing, and it that person doesn't exercise that "standing," he or she commits a felony.

In the book, Drugging America: A Trojan Horse that Stich later wrote, he described the prosecution of a young black girl and the mother of a little girl that the same U.S. attorney charged with obstructing justice for not reporting to federal officials one side of a telephone conversation she overheard concerning drugs. And the same federal judges sentenced her to five years in prison!

Judge Schnacke, after admitting the seriousness of the charges, then dismissed the attempt to report the continuing federal crimes in the government's aviation safety offices. That action, combined with the U.S. attorney, constituted criminal obstruction of justice and made them early enablers to a continuing series of major American aviation disasters.

Stich then filed a notice of appeal, filed appeal arguments, and then appeared for oral argument before a three-judge Ninth Circuit Court of Appeals panel. One of the judges admitted the gravity of the charges, stated that it was the responsibility of Congress to investigate these matters. Stich responded that every member of Congress, who also admitted the gravity of the charges, refused to get involved, stating the matters were not in their areas of responsibilities. Stich added that he wasn't expecting the courts to conduct an investigation; he was primarily interested in presenting the evidence into a judicial record, which would then be turned over to whatever government entity had a responsibility to conduct an investigation. (Stich v. United States, et al, 554 F.2d 1070 (9th Cir.).)

Stich then filed an appeal (known as a petition for writ of certiorari with the Justices of the U.S. Supreme Court, which included filing copiers of all the papers filed in the district and appellate courts. The filing of that petition put the Justices on notice of major ongoing crimes against the United States and notified the Justices of the obstruction of justice conduct by federal judges over whom they had supervisory responsibilities. The federal crime reporting statute also required them to receive the information. Further, the perpetration of the crime of obstruction justice by judges in the federal courts was a serious matter affecting major national interests.

Despite the requirements of the federal criminal statutes, the responsibility of the Justices of the U.S. Supreme Court, the ongoing corruption and the ongoing resulting brutal aviation disasters didn't register with them. They dismissed the petition without allowing it to be heard. (Stich v. United States, et al, 554 F.2d 1070 (9th Cir.) (table), cert. denied, 434 U.S. 920 (1977)).

Lawsuit Reporting Cover-Up By
NTSB Political Board Members

Another lawsuit was filed against the political National Transportation Safety Board in 1977 on the basis of the criminal cover-up of the corruption in the FAA that was enabling the aviation-safety corruption to continue, with the resulting continuation of major aviation disasters. That action was dismissed, blocking Stich from providing evidence to support the serious charges. (Stich v. National Transportation Safety Board, 685 F.2d 446 (9th Cir.) (table), cert. denied, 434 U.S. 920 (1977)

In 1978, a Pacific Southwest Airline (PSA) jet crashes into San Diego. Stich discovered serious misconduct consisting of all-night drinking and partying by the flight crew prior to the 7 a.m. departure. This information was covered up by the political NTSB board members. NTSB board members apparently feared that if the public received that knowledge that the outrage would bring attention to the corruption in the FAA that Stich had been trying to expose−and reveal the cover-ups by NTSB board members of these serious matters.

That action was assigned to U.S. District Judge Browning. Initially, assistant U.S. attorney George Stoll supported the filing, and even called Stich at home, stating his concern over the matter, and stating that the was requesting approval from his Washington superiors to support the filing. Stoll wasn't aware of the long series of cover-ups by Department of Justice personnel, starting while Stich was still a federal agent had even appeared before a federal grand jury in Denver, over Justice Department objections.

A week after Stoll was supporting the filing, he suddenly reversed his position and filed a motion for the judge to dismiss the action. The judge then repeated the prior judicial obstruction of justice tactic and dismissed the lawsuit.

Against, Stich filed a petition for writ of certiorari in the U.S. Supreme Court, and again, the Justices refused to hear the action. Stich v. National Transportation Safety Board, 685 F.2d 446 (9th Cir.)(table), cert. denied, 459 U.S. 861 (1982).

Subsequent aviation disasters from FAA corruption, even worse than what Stich was trying to expose, occurred. Judicial records now showed a series of federal judges involved in obstruction of justice crimes that enabled to occur some of the nation's worst aviation disasters. It was now necessary to expand on the cover-ups. The details are found in Unfriendly Skies: 20th & 21st Centuries.

Amicus Curiae Brief in DC-10 Disaster

The continuing corruption in the FAA−made possible by the cover-ups−continued theconditions responsible for the continuing aviation disasters. The harbinger of the corruption in the same FAA region that was most heavily involved was also responsible for the certification of the DC-10. A series of near catastrophic events finally resulted in the forewarned and expected crash of a DC-10 near Paris.

The litigation into that disasters occurred in the federal courts in Los Angeles. Stich had inside information about the pattern of corruption by the same people certifying that aircraft that he felt obligated to file a friend-of-the-court brief. This required obtaining the approval of the lead attorney in the multi-litigation. That approval was given.

Stich filed a friend of the court brief in the Paris DC-10 crash litigation, offering evidence of a pattern of FAA corruption that would explain why the major safety defects on the DC-10 were part of the politics of air safety in the FAA Western Region.

That filing was promptly dismissed by the federal judge. If he hadn't dismissed that filing, the prior cover-ups by federal judges--that enabled the corruption in the FAA to continue, which obviously played a key role in certifying an aircraft that had major safety design faults, would have been revealed.

Stich filed a notice of appeal, encountering the same block, and then filed a petition for writ of certiorari with the U.S. Supreme Court. Again, the Justices refused to hear the action, thereby continuing to support the obstruction by lower court judges. (Flanagan v. McDonnell Douglas Corporation and United States of America, Civil Action 74-808-PH, MDL 172, Central District California.)

Reporting Additional Criminal Activities
Again Blocked by Federal Judges

The first of many books by Rodney Stich on corruption in government was published in m1978, which was then followed by his appearance as guest and expert on hundreds of radio and TV shows. This publicity resulted in a continuing series of other government agents and insiders contacting Stich and providing him with information on criminal activities in overt and covert government operations that they had either discovered as part of their official duties or in which they were directly involved.

In 1986, as some media sources were making reference to some of these covert activities, Stich filed the first of another series of legal actions seeking to report to a federal court the federal crimes, as required to be reported by the federal crime reporting statute. From then on, the judicial obstruction of justice not only increased, but was compounded by various retaliatory actions seeking to permanently end his efforts.

The first action was filed in the federal courts at Sacramento, California, in 1986, and combined the attempts to report the criminal activities with an attempt to exercise federal defenses to halt the parallel obstruction-of-justice tactics involving the sham lawsuits that were first filed by the CIA-FBI-front law firm of Friedman, Sloan and Ross and their lawyers.

That action was assigned to U.S. District Judge Milton Schwartz. At the first hearing, Schwartz showed concern about the gravity of the charges and urged Stich to obtain the help of a lawyer, setting a date for the next hearing.

The federal crime reporting statute makes no requirement that a lawyer−who doesn't know the details of the criminal acts being reported−to be involved, or that the thousands of dollars in legal bills be incurred by the person seeking to report the crimes.

A month later, Judge Schwartz−apparently having been contacted by the high force in government orchestrating the various obstruction of justice tactics−issued an order, without the legally required notice of hearing or hearing, dismissing the lawsuit and barring the former federal agent from filing any papers in any federal court. That unlawful order:

Obstructed justice and was a felony under the federal crime reporting statute.
Protected the CIA-FBI-front law firm and lawyers from their repeated massive violations of state and federal laws and enabled their scheme to continue.
Enabled the corruption in the FAA to continue, along with the continuing series of major aviation disasters, and enabled the criminal activities in covert and overt operations to continue, along with the danger to national security.

Additional Discovery of Crimes
Involving People in Covert Activities

Shortly thereafter, with rumors appearing in the media about the October Surprise operation, covert arms shipments by the Bush administration to the rebels seeking to overthrow the Nicaraguan government, the massive drug smuggling by CIA assets involved in those operations, Stich started hearing from CIA people and some of the drug smugglers working for the CIA. They provided him with details, including names of people involved, where the drugs were off-loaded, the time and places for meetings involved in the October Surprise operations.

These were major crimes against the United States, for which any citizen had a responsibility to report them to a government department that was not themselves involved. That eliminated reporting the matters to people in control of the political Department of Justice. In accordance with the federal crime reporting statute, Stich again filed papers in the federal courts at Sacramento, seeking to report the crimes. That filing ignored the illegal and unconstitutional order by Judge Swartz barring the former federal agent from filing any papers in any federal court.

Felony Retaliation by Judges
And DOJ Prosecutors

That filing was assigned to U.. District Judge Raul Ramirez. He, and U.S. Attorney David Levi, promptly charged Stich with criminal contempt of court and sought to have him imprisoned for 18 months. Stich was denied a jury trial, and tried and convicted before the same groups that were involved in the criminal activities that Stich and his coalition sought to report.

Also involved in the prosecution of that former federal agent was U.S. Magistrate John Moulds; district court judges Edward Garcia and Lowell Jensen. Jensen was previously involved in the Iran-Contra scandals and also the self-enrichment scheme by Justice Department lawyers to corruptly seize the Inslaw software and place it in a company in which they had a financial interest. Details are in the book, Defrauding America.

Corrupt Seizure and Liquidation Of
Assets That Funded Exposure Activities
While the 68-year-old former federal agent was in prison, federal judges corruptibly seized and started liquidate the assets that the former federal agent used to fund his attempts to halt the corruption through publicity. Federal judge Robert Jones in Las Vegas seized the assets without the required notice of hearing, a hearing, and legally required cause. He then placed the assets under the control of Department of Justice trustee Charles Duck. (Media publicity based on his massive looting of bankruptcy court assets forced the U.S. attorney to file token charges against him.)

Federal judge Robert Jones, Oakland, California, then issued orders barring Stich from filing any objection to the seizure and liquidation of assets, while he distributed the assets to the lawyers that were filing she sham lawsuits seeking to halt his exposure activities. When Stich did file objections, ass legally and constitutionally permitted, Jones unfiled them, and then charged Stich with criminal contempt of court for objecting to the seizure and liquidation of his life assets.

Details of the massive corruption in the federal bankruptcy courts, that rarely get publicity, is in the book, Defrauding America.

Same Tactics by District of Columbia Judges

In the early 1990s, the former federal agent attempted to circumvent the judicial corruption in the 9th Circuit courts in San Francisco by filing papers in the federal courts in the District of Columbia. He encountered the same almost instant dismissal of the actions.

One of the judges dismissing the attempt to report the corruption was Lawrence Silberman, a judges on the U.S. Court of Appeals in the District of Columbia, preventing Stich and his coalition from exposing drug trafficking, savings and loan fraud, among others, involving CIA assets.

Another judge blocking the reporting of these matters was U.S. Court of Appeals Judge Stanley Sporkin. Sporkin was earlier head legal counsel for the CIA, legal counsel for the covert CIA operation, Southern Air Transport, and identified by Terry Reed in his book, Compromised, as involved in CIA Arkansas drug smuggling activities.

On September 11, 2001, the District of Columbia would experience one of the many consequences of their earlier cover-ups.

Lawsuits filed in the 1990s in the Washington courts

1990s Judicial Blocks in New York City Courts

Also in the early 1990, former federal agent Stsich sought to find a judge willing to receive the information by filing in the federal courts in New York City. Some of the same areas of corruption that Stich sought to report to federal judges in New York City were the same areas of corruption responsible for the conditions enabling 19 terrorists to inflict the great terrorist attack in the nation's history, killing nearly 3,000 people in the city.

Lawsuits filed in the 1990s in the federal courts in New York City, seeking to make the same reports, and blocked from doing so.

Simultaneous Filing of Sham Lawsuits By
Hoard of Lawyers With Similar Goal:
Halt Stich's Exposure Activities

After writing the second edition of Unfriendly Skies, which reported he names of federal judges that blocked the reporting of the ongoing corruption in the FAA, which enabled certain specific aviation disasters to occur, Stich became the target of a series of sham lawsuits. These were filed by lawyers, and each had the objective of halting his exposure activities.

Continuously from 1982 to 2005, over fifty lawyers and law firms were involved in a series of sham lawsuits against former federal agent Rodney Stich that knowingly hindered the reporting and halting of ongoing corrupt and criminal activities resulting in a continuing series of tragic, sometimes deadly, and sometimes catastrophic events affecting the American people and the nation. These were crimes against the United States. This page is one of over a thousand at this site that details and documents the schemes involving the legal fraternity.

Scheme initiated by the San Francisco CIA-FBI-related law firm of Friedman, Sloan and Ross, and their lawyers, starting in 1982.
Extending the scheme by a government-related law firm in South Carolina, using a possible wife murderer as a plaintiff in a sham lawsuit against the former federal agent. That scheme was commenced after the lawyers had seen the consequences of the prior legal attacks on 9/11. Those four terrorist attacks were made possible by the corruption that the former federal agent sought to expose and halt:
- The corruption in the government's aviation safety offices that was responsible for the conditions that enabled a 50-year history of prior preventable airline disasters.
- The corruption within the Department of Justice, that the former federal agent sought to report.
- The cover-ups by people responsible for the nation's check and balances.
- The long series of sham lawsuits by lawyers that knowingly hindered the reporting and halting of the ongoing deadly corruption.
Additional lawyers and law firms joined the ongoing conspiracy, and focused on attempting to seize the books that described the corruption and the parties involved. Those books identified not only the underlying corruption and parties but also those who engaged in cover-ups and retaliation, being primarily federal judges and Department of Justice employees. By that time the facts made obvious that these attempts by lawyers, judges, and Department of Justice personnel were engaging in one or more orchestrated conspiracies and that they met the legal criteria for a criminal racketeering RICO crime.

Sequence of the attacks.
Sequence of the legal attacks.
Using a possible wife-murderer to silence Stich and seize the books exposing the corruption.
The latest attempt by Pasadena lawyer Guerrini to seize the books before the public learns of the corruption.

Continuation of Catastrophic Events
Enabled by Corruption That
Stich Sought to Report

Over a period of many years, Stich and his coalition discovered other areas of corruption. The combination of what he discovered, the constant cover-ups of these matters when he reported the problems to people in government, and the retaliation against him, all played a role in the continuation of the conditions that made the following sampling of consequences possible.

TWA Flight 800, departing a New York City airport was downed, shortly thereafter. Strong Suspicion of Terrorist Act. See the book, Unfriendly Skies: 20th & 21st Centuries. This link provides information on 100 surface-to-air missiles being made available to Middle East terrorists about one year before the downing of TWA Flight 800; the rejection of the missiles by FBI-CIA personnel, and the letters written by former federal agent Rodney Stich to members of Congress seeking to prevent the transfer of the missiles. No response−followed by the missile downing of TWA Flight 800. Followed by the need for the standard cover-up to protect high-level government personnel.

Additional FBI Enablers To
Downing of TWA Flight 800

In a recent book, Crimes of the FBI-DOJ, and the Mafia, details are given of how a Mafia soldier acted as a mole inside the al Qaeda cell headed by Ramzi Yousef, who directed the earlier bombing of the World Trade Center and had plans to simultaneously bomb 11 U.S. airliners departing Far East locations. The advance warnings were disregarded by high FBI-DOJ personnel who sacrificed the lives that would be lost so as to protect personnel in the Department of Justice. Very sensitive information, that would also play a role in ignoring the warnings of planned terrorist attacks on other U.S. targets. That cover-up enabled to occur approximately 4,000 deaths as the forewarned terrorist attacks occurred.

Decades of Complicity By
Supreme Court Justices

The judicial scandal becomes more serious, and reveals at least one of the powerful forces in government protecting the perpetrators. Justices of the U.S. Supreme Court have repeatedly aided and abetted the criminal and subversive activities that Stich and his coalition of government agents sought to expose and correct. Stich repeatedly notified Justices of the U.S. Supreme Court of the underlying corruption, and the obstruction of justice tactics of federal judges over whom they had supervisory responsibilities, and also the felony misuse of federal courts to retaliate against Stich for attempting to report the criminal activities and for exercising federal defenses against the massive civil and constitutional violations that were parallel efforts to obstruct justice.

Repeatedly, Stich filed federal actions in U.S. District Courts seeking to report to federal courts the high-level criminal activities, such as CIA drug trafficking and the judicial corruption in bankruptcy courts, and was blocked from doing so. He even suffered judicial retaliation in the form of contempt-of-court charges and sentences and the seizure of his life's assets. In each of these cases he brought the matters to the U.S. Supreme Court in petitions for writ of certiorari. In each case, the Justices of the Supreme Court refused to correct the serious violations of federal criminal statutes and due process rights, and refused to act when they themselves were made aware of the criminal activities brought to them under federal crime-reporting statutes, including Title 18 U.S.C. Section 4.

Under federal criminal statutes, the Justices of the U.S. Supreme Court are criminally implicated in many of the criminal activities described in author Rodney Stich's books. Under federal crime reporting statutes, and especially the very important Title 18 U.S.C. Section 4, anyone knowing of a federal crime is himself or herself guilty of a crime if that person does not promptly report the crime/s to a federal judge or other federal official.

Catastrophic Events on 9/11 Added To
Long List of Prior Disasters Enabled
By Multiple Enablers

The hijackings of four airliners on September 11, 2001, were simply a continuation of the cause and end effect of corruption that former federal agent Rodney Stich had been documenting for decades. The only difference being that the people who were victims suffered indescribable horror as they waited for death to occur. Some jumped out of the World Trade Center buildings to hasten their relief from pain.

It should not have come as any surprise to the many people involved in the underlying corruption, the people aggressively protecting the perpetrators, and those who knew about the corruption and made no effort to try to stop it.

Details about the FBI-DOJ cover-ups and the contacts between the al Qaeda operative and Gregory Scarpa Jr. can be found in the book, Crimes of the FBI-DOJ, and the Mafia, available in print and e-book formats from amazon.com (and in Kimble) and other sources. The decades of preventable airline disasters and their enablers are described and documented in the book, Unfriendly Skies: 20th & 21st Centuries.

Post-911 Continuation of Cover-Ups
By Judges, Congress and Media

After 9/11, it become even more important for everyone who had known of the corruption responsible for the continuing aviation disasters and harm upon national interests to continue the cover-ups, despite knowing that this would continue the same conditions that were responsible for 9/11.

Self protection required federal judges to continue the cover-ups, ignoring the consequences that the long series of catastrophic events would be continued by their conduct. The damn-the-consequences were repeated after 9/11 by district and appellate judges in New York City and the District of Columbia:

After 9/11, Stich filed a lawsuit under the federal crime reporting statute to report the corruption and the people whose documented misconduct played major roles in the conditions that enabled 19 terrorists to so easily hijack four airliners. The lawsuits addressed the specific misconduct of the following:

The long-standing culture of certain key people in the government's aviation safety offices that were primarily responsible for the 9/11 hijackings.
The documented felonies by federal judges. These included the repeated and documented obstruction-of-justice crimes and the crimes related to the retaliation against a former federal agent and witness to block his reports of the very same criminal activities as were involved in the 9/11 attacks.
The documented role of federal prosecutors, including their cover-ups and their retaliation against a former federal agent.
The years of sham lawsuits against the former federal agent by a hoard of lawyers in schemes paralleling the obstruction of justice tactics by federal judges and employees of the U.S. Department of Justice.

Related files:

Lawsuit filed in the federal courts in New York City after 9/11.
Lawsuits filed in the federal courts in the District of Columbia after 9/11.

In both cases, every judge to which the lawsuit was filed, dismissed them without the requirements of a hearing, which was then followed by every judge in the court of appeal circuit did the same. Stich then submitted papers for filing to the Justices of the U.S. Supreme Court, and they did the same.

The extent of thee corruption, the severity of the consequences, made it necessary for everyone in government that was contacted by the former federal agent to continue the cover-up so as to prevent the American people from discovering and understanding the enormity of what was being done to them by their leaders.

Horrors Experienced in Aviation Disasters
Added Additional Motivation

Many factors motivated former federal agent Rodney Stich to continue fighting the seemingly hopeless David vs. Goliath battle to halt the corruption and resulting tragedies. In the beginning, when the primary consequences were the steady stream of preventable and usually forewarned aviation disasters, the motivation included concern over the horrors experienced by people involved in the actual aviation disaster, and the lifetime of emotional and financial pain suffered by family members.

In two of the aviation disasters on programs for which Stich had direct and almost sole federal safety responsibility were survivable crashes at Salt Lake City and at Denver. In both crashes, everyone survived virtually unharmed, but then many burned to death due to the major safety problems, safety violations, and even criminal falsification of government required safety reports that falsely stated that important training and competency check requirements had been met.

Having one or two such brutal consequences occur in an area for which a government agents had a solemn duty to prevent was enough to start Stich on what turned out to be the impossible quest.

There Were Other Terrorist Attacks
Made Possible by Enablers

TWA Flight 800, departing a New York City airport was downed, shortly thereafter. Strong Suspicion of Terrorist Act. See the book, Unfriendly Skies: 20th & 21st Centuries. This link provides information on 100 surface-to-air missiles being made available to Middle East terrorists about one year before the downing of TWA Flight 800; the rejection of the missiles by FBI-CIA personnel, and the letters written by former federal agent Rodney Stich to members of Congress seeking to prevent the transfer of the missiles. No response−followed by the missile downing of TWA Flight 800. Followed by the need for the standard cover-up to protect high-level government personnel.

In Stich's book, Crimes of the FBI-DOJ, and the Mafia, details are given of how a Mafia soldier acted as a mole inside the al Qaeda cell headed by Ramzi Yousef, who directed the earlier bombing of the World Trade Center and had plans to simultaneously bomb 11 U.S. airliners departing Far East locations. The advance warnings were disregarded by high FBI-DOJ personnel who sacrificed the lives that would be lost so as to protect personnel in the Department of Justice. Very sensitive information, that would also play a role in ignoring the warnings of planned terrorist attacks on other U.S. targets. That cover-up enabled to occur approximately 4,000 deaths as the forewarned terrorist attacks occurred.

Decades of Complicity By Supreme Court Justices

Decades of Complicity By
Supreme Court Justices