World's Worst Aviation-Related Corruption
This page addresses the corruption and resulting airline disasters that federal aviation safety agents discovered at United Airlines many years ago, the evidence of which has been withheld from the public, and from the families of those who died as a result of the corruption. The details of this corruption are found in the book, History of Aviation Disasters: 1950 to
It is believed that today, the corruption at the airline does not exist. But it did exist for many years, and it was the great number of fatal crashes of United Airlines aircraft that the FAA asked Rodney Stich, an inspector in the Los Angeles office, to accept the assignment to correct the conditions that ere resulting in the worst series of airline disasters in the nation's history. None of the guilty have ever paid the price for this corruption; only the victims, their families, and the few government agents who sought to expose the deadly corruption.
None of the guilty have ever suffered for their deadly misconduct.
Sampling of Fatal United Airlines Crashes
DC-6, Bryce Canyon, Utah. Fire on board, October 24, 1947.
DC-6, Mount Carmel. Fire on board, June 17, 1947.
DC-6B, approach to Oakland. Crashed into terrain during ILS approach, August 24, 1951.
DC-4, Medicine Bow Peak, Laramie. Crashed into mountain, October 6, 1955.
DC-7, Grand Canyon. Crashed into TWA, June 30, 1956.
DC-7C, Near Las Vegas. Midair collision. April 21, 1958.
DC-8, Crashed into TWA because of excessively high speed, December 16, 1960. World's worst air disaster.
DC-8, Crashed on landing due to pilot error, July 11, 1961.
Viscount 745D, Ellicot. Bird strike, November 23, 1962.
Viscount 745D, Parrotts Ville. Fire.
727, Near Chicago. Crashed into Lake Michigan during night approach, August 16, 1965.
727, Salt Lake City. Crash due to high-sink-rate approach, November 11, 1965.
737, Chicago. Crashed on landing. December 8, 1972.
DC-8, Portland, OR. Crashed due to lacked of fuel arising from delaying landing. December 28, 1978.
DC-10, Hawaii. Cargo door separated in flight due to FAA approval of known unsafe aircraft. Feb. 24, 1989.
DC-10, Iowa. Crashed during approach due to lack of flight controls associated with unsafe aircraft, 7-19-89.
737, Colorado Springs. Crashed during approach.
The emergency situations and non-fatal crashes are not listed.
Classic Example of
Corruption and Deaths
United Airlines Boeing 727 crash at the Salt Lake City airport, another crash in which many of the passengers were cremated alive. The official report by the NTSB on the causes of the crash and deaths included:
What the NTSB political board members deliberately withheld from that report included the following:
The overall safety problems involved in a long line of airline disasters involving United Airlines and the culture within the FAA included:
As a result, 42 people were cremated alive in that crash. None of the guilty were ever identified. Instead, most continued to receive the benefits of the misconduct that directly saved United Airlines considerable money (while the insurance companies paid for the crashes).
Stich appeared as guest on over 3,000 radio and TV programs, and over 30,000 books were sold for the various editions of Unfriendly Skies, making it probable that many of the next-of-kin knew about these problems. Not a single one ever made any effort to have these matters investigated. The only known reaction was to sue the airline for money.
FAA inspector Rodney Stich had written several reports on the dangerous high sink rate approaches used by senior captains. In one instance, as described in the book, Unfriendly Skies, the pilots union and the airline pressured the FAA to remove Stich from air safety duties after one of the senior captains objected to the tactfully stated comment that his high sink rate approach was not considered a good practice. FAA management then suspended Stich from conducting any competency checks for several weeks.
More information about the deadly corruption that existed and was documented at United Airlines is found in the book, History of Aviation Disasters: 1950 to 9/11, which is the latest version of the books formerly called Unfriendly Skies by Rodney Stich.
Series of Catastrophic
Motivated Extreme Measures
The catastrophic consequences from the corruption that federal agent Rodney Stich discovered and documented caused him to become an activist and engage in an unprecedented numbers of efforts to expose and bring a halt to the corruption and tragedies. These unprecedented efforts included, for instance:
Lawsuit Filed Against United Airlines
The intent of the lawsuit was to focus attention on the serious problems caused by a few key people at United Airlines, but Stich and other federal airline safety inspectors had discovered during their official duties. That misconduct was symbiotic with the corruption within the FAA, which fed on each other.
Lawsuit filed in federal courts at Reno, Nevada, October 24, 1988. (Adobe PDF)
More definitive statement. (Adobe PDF)
Summary judgment dismissal filed by United Airlines. November 27, 1988. (Adobe PDF)
Links Between Two
Great New York City Aviation Disasters
On December 16, 1960, a United Airlines DC-8 crashed into the Brooklyn section of New York City, and was the world's worst aviation disaster at that time as measured by the number of people killed. The disaster was caused by the poor piloting performance of that DC-8 crew, as was the underlying problem with almost all of the many other deadly crashes that the airline experienced. That disaster, and a series of others involving United Airlines aircraft caused the Federal Aviation Administration to ask one of its most experience inspector pilots to take the assignment to correct the known serious problems at that airline: Rodney Stich. What he discovered and documented about the incompetence and corruption that a long list of United Airlines' crashes possible were many of the same ones involved in the hijackings of four airliners that were so easily hijacked on September 11, 2001.
Sampling of Crashes
and Deaths Enabled by Corrupt
And Criminal Misconduct at United Airlines
The following are a few of the seemingly endless crashes United Airlines experienced, each of which were enabled to occur by the safety problems and misconduct that FAA inspectors repeatedly reported and were blocked from correcting.
Showing the mindset of some United Airlines FAA-approved company check airman, the father of a female flight attendant that perished in a United Airlines Boeing 727 that crashed into the Pacific Ocean shortly after takeoff criticized FAA inspector for attempting to report and correct the endless series of safety problems, irregularities, and even criminal falsification of government-required records, so as to disguise the fact t5hat the legally required training and competency checks had not been accomplished.
That crash into the Pacific Ocean, with the loss of over 100 lives−including his daughter, was due to:
The absence of a backup-powered attitude indicator by which the pilots could maintain control of the aircraft in the event of one of the many total power failures that the airline had been experiencing. United Airlines was the only airline whose management ordered the aircraft without that basic safety instrument. After that crash, as with other United Airline disasters, FAA management was forced to finally order the installation of that instrument.
The aircraft had illegally been flown for numerous flights with one of its three generators not functioning.
Poor performance by the flight engineer. A malfunctioning engine fire warning sounded shortly after takeoff, followed by the engineer shutting down that engine. That engine had one of the two remaining generators, meaning that the entire aircraft electrical system would be operated by only one generator. A properly trained flight engineer would have realized that the enormous power-consuming galley power had to be first shut off. He failed to do this, and the pilots failed to warn him. What happened next was the usual failure of the remaining generator as it's shaft was sheared by the sudden heavy load imposed upon it. FAA inspector had repeatedly reported the fraudulent money-saving nature of United Airlines flight engineer training program, that most of their engineers were not competent to act as a flight engineer−which a number of UAL captains also admitted to the inspector.
Every one of those safety problems had been previously reported by FAA airline safety inspector Rodney Stich.
If there had not been so much corruption of key people at United Airlines and within the FAA, that United Airlines flight manager's daughter would be alive today!
Details of that tragedy, and countless others, are in the book, Unfriendly Skies: 20th & 21st Centuries.
Ripple Effects Continued for
Including the 9/11 Hijackings
There is a strong probability that those people at United Airlines, identified in FAA records as engaging in various forms of corruption, made possible, or cultivated, the culture, arrogance, and corruption in those certain offices of the FAA that continued for years, and which were the areas of primary blame for the conditions that enabled four groups of terrorists to hijack four airliners on 9/11. This is no exaggeration, and these ripple effects can be seen when the full story of the corruption within the FAA is understood.
The loss of two United Airlines aircraft to terrorists on September 11, 2001, were ripple effects from the misconduct years earlier of certain people at United Airlines and a great number of people within the FAA. Both of these groups engaged in corrupt, and even criminal activities, as described in Unfriendly Skies: 20th and 21st Centuries. The actions by both groups reinforced each other, effectively blocking the few competent and dedicated federal safety agents from enforcing government safety requirements. Many other crashes followed. But particularly ironic was that two of the four airliners hijacked on 9/11 were those of United Airlines.
One effect of discovering the corruption at United Airlines−and within the FAA−was that Rodney Stich was so infuriated by the arrogance and corruption that he became an activist against high-level corruption. With the help from dozens of other former government agents and insiders, he discovered criminal activities in other areas of government that were inflicting great harm upon the American people and upon the nation's security. These are detailed and documented in the series of books related to this site.
Credibility Behind Serious Charges By
Former Federal Agent Rodney Stich
Credibility for the findings and charges of former federal agent and whistleblower Rodney Stich is firmly established by the combination of the following:
Many decades in military and commercial aviation.
See his bio.
of events showing support for the charges affecting aviation matters and
many other areas of harm gravely
affecting the nation and its people, with considerable support by Stich's
coalition of confidants
consisting of former intelligence, law enforcement, and aviation safety
professionals, among others.
Dozens of official government documents with many excerpts
in the book, History of
Aviation Disasters: 1950 to 9/11.
Charges Confirmed by Head of FAA Sky Marshal Program
Report to FAA administrator detailing the specific acts of corruption relating to several aviation disasters, that was cosigned by the original director of the Sky Marshal program. The report in three sections: Part One; Part Two; Part Three.
Evidence Supported by Many Crashes and Many Deaths
The occurrence of
three major aviation
disasters during the several months that Stich acted similar to
an independent prosecutor, each of them due to the exact same problems that
Stich had repeatedly reported and for which he suffered repeated retaliation
by FAA management. Those three crashes and the many deaths were further
evidence that the charges made by Stich were true—and which were also reported by
other FAA inspectors.
Unusual Background, Experience and Credential
Extensive background and credentials of former
FAA airline safety inspector Rodney Stich.
Congress Members' Admission of the Gravity of the Charges
Admissions by several members of Congress that Stich's
charges of gross misconduct in the FAA were serious.
Personal Letter by U.S. Supreme Court Justice Byron White
Personal letter to Stich
by U.S. Supreme Court Justice Byron White stating, "Dear Mr. Stich. As a
single justice I can be of no help to you. I am returning your petition.
Sincerely yours, Byran White." This letter was sent to Stich by the
Supreme Court Justice after submitting a petition providing specific
factual information about the areas of corruption in key government
positions and the national tragedies resulting from the corruption.
Admissions by Federal District and Appellate Judges That Charges were Serious
Admissions by a federal district court judge at San Francisco and an appellate judge during oral hearings at San Francisco, admitting the seriousness of the charges made by Stich in a court filing.
"Mr. Stich, these are serious charges, but they are for Congress to investigate."
Stich responded: "Congress refuses to investigate. But I am not asking you to investigate. I'm here to report the federal crimes to a federal judge as specifically required by Title 18 U.S.C. § 4. In that way I make a record, and when a federal judge performs his or her duty and receives it, that judicial record would required Department of Justice personnel to investigate."
Admissions by Famous Aviation Litigation Lawyers That Charges Were Serious, With Serious Ramifications
Letter by Lee Kreindler, the head of a top aviation litigation firm, responded to Stich's request for help to expose and halt the corruption within the government's agency responsible for aviation safety:
Since we do
share ... a common interest in aviation safety and in view of your
qualifications in this area, I would like to extend an invitation to you
to visit our offices and talk further with us in this area should you
ever have occasion to be in New York.
Stuart M. Speiser wrote:
appreciate the gravity of the situation described in your letter.
In a subsequent letter, Speiser wrote:
We found from
looking over the material that you sent to us that the matter is so
serious and complicated it would be physically impossible for us to do
justice to your positions.
Another attorney, in Denver, wrote:
I wish to warn you once again that you are biting off an awful big piece when you take on United Airlines and the people entrenched in the FAA. As you point out, this thing is getting bigger and bigger all the time ... There are many ramifications that might arise.
attorney was referring to the evidence that I had that certain people at
had engaged in criminal acts and that these actions played major roles
in several major aviation disasters, including the world's worst at that
time. His reference to the matter getting bigger all the time and that
many ramifications would arise was true. For instance, major aviation
disasters, enabled by the corruption, became worse; and as Stich's
exposure actions increased, a
powerful source in
the federal government (Department of Justice) put into play
schemes to silence and harm former federal agent and whistleblower
Assistant U.S. Attorney in San Francisco calling by phone
and stating that he was asking Washington to support Stich's lawsuit against
the National Transportation Safety Board. (Information in the book,
History of Aviation Disasters:
1950 to 9/11.)
Repeated official reports of FAA nonfeasance, incompetence
in internal FAA reports and NTSB reports.
Continuing Series of Aviation Disasters and Deaths Enabled by the Misconduct
Occurrence of a
continuing series of
preventable aviation disasters.
Letter of Agreement From Famous Aviation Figure After He Read the 1978 Edition of Unfriendly Skies.
Supporting letters sent to Rodney Stich by Anthony W.
LeVier, shortly after the first edition of Unfriendly Skies was
published in 1978. LeVier was a famous member of Lockheed Corporation "Skunk
Works," and was a famous airplane racer.
Considerable Evidence Relating to Series of Corrupt Acts by DOJ Personnel
Documentation about corruption by employees of
the U.S. Department of Justice in the investigation and prosecution
involving the bombing of Pan Am
Flight 103 over Lockerbie. See book, Lockerbie to 9/11: Massive Fraud
trials revealing the FBI agents in the Boston office were involved in
murders with organized crime figures of American citizens. See book
Crimes of the FBI-DOJ, Mafia, and al Qaeda.
that key FBI supervisor in the New York City offices
involved in murders with
New York City Mafia capo known as "the killing machine."
high-level Department of Justice personnel
withheld information obtained
from key al Qaeda bombing unit of planned terrorist attacks so as to
protect an FBI supervisor from being charged with murders. See book,
Crimes of the FBI-DOJ, Mafia, and al Qaeda.
FBI-Department of Justice personnel repeatedly blocked a federal
aviation safety agent from reporting corrupt and criminal activities
associated with a series of aviation disasters, and then when that
government agent became a whistleblower seeking to halt the
corruption-enabled consequences, FBI-DOJ personnel charged him with
of court and sentenced him to six months in federal prison for
attempting to report these
crimes against the United Sates that he and his
coalition of other
government agents had discovered initially during their official
government duties; became involved in corruptly seizing the
$10 million in assets
that funded his exposure activities, and from the evidence, was the
powerful source in government orchestrating the 20 years of continual
multiple corrupt schemes to silence him. See book, History of
Aviation Disasters: 1950 to 9/11.
Massive evidence of corruption that enabled the easy
simultaneous hijackings of four
airliners on September 11, 2001. See book History of Aviation
Disasters: 1950 to 9/11.
Massive amount of evidence in the
heavily documented books by
former federal agent Rodney Stich.
A September 17, 2007, paper presented to the International Society of Air Safety Investigators (ISASI) by one of its original founding members describing one segment of the unpublicized problems responsible for the conditions that enabled four groups of terrorists to hijack four airlines on September 11, 2001. (MS Word) (Adobe PDF)
All of the above and much more are in the nearly 700 tightly packed pages of History of Aviation Disasters: 1950 to 9/11, and exposes far more about the conduct of people in control of the government of the United States then aviation disasters and terrorist attacks.
Unprecedented Number of Professional
Insiders on Multiple Areas of Corruption
And Catastrophic Consequences
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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