[Views best on Firefox] Introduction This presentation provides information on the difference between the United States and other nations in filing homicide charges against people whose misconduct enabled or contributed to an airline crash that results in deaths. This presentation is presented in the following sequence: Brief definition of the crime of homicide. Sampling of homicide prosecutions reported in other nations following a fatal airline crash. Sampling of various forms of misconduct preceding airline crashes and deaths in the United States that would bring homicide charges if they had occurred in most other nations. The influence of the U.S. government at work. Definition and Examples of Homicide Homicide, sometimes called involuntary manslaughter, is when a death occurs from an intentional or negligent act that leads to death. Samples of homicide felonies include: Death resulting from drunk driving offenses, typically considered involuntary manslaughter. Deaths resulting from gross negligence. Deaths resulting from criminal negligence. Deaths occurring during the commission of a crime or felony, even if the party engaging in the felony did not do the killing, but that death could be the foreseeable result of the initial felony. (Felony is a crime serious enough to be punishable by a term in state or federal prison, as distinguished from a misdemeanor. which is only punishable by confinement to county or local jail and/or a fine; crime is a violation of a law for which there is either jail or prison time.) One example would be a person who commits a felony by starting a fire that is followed by the death of a firefighter attempting to douse the burning building. The person starting the fire would be guilty of felony murder because death was a foreseeable result of the defendant’s actions. Or, he may also be guilty of murder based upon the fact that he acted with malice aforethought. Misconduct by government personnel responsible for preventing such misconduct and knows of it, and does not act. Manslaughter and Endangering Under Common Law In the United Kingdom The following is based on homicide material published in UK publications based on homicide charges in fatal airline crashes: Manslaughter or Endangering are likely to figure in the majority of significant criminal prosecutions of individuals whose negligence is alleged to have been cause for prosecution. Since both are Common Law Offences in the UK, they have no legislative definition and much depends upon differences in the degree of culpability, for instance through intent. Involuntary manslaughter occurs if someone kills without intending to cause death or injury, but was blameworthy in some other way. Also, either manslaughter or endangering may be associated with the notion of gross negligence. This is based on the supposition that a duty of care was owed to those killed, injured or placed at risk and that their death or injury or risk of same was attributable to a breach of this duty of care sufficient to constitute the criminal conduct of gross negligence. Homicide Charges in Other Nations For Misconduct Preceding Airline Crashes It is a common practice in nations other than the United States to file homicide charges against people following an airline crash in which one or more deaths occur. Homicide charges have been brought against pilots or people that had erred in such a way that it assisted the subsequence crash and deaths. In most European jurisdictions the accident investigation has a parallel criminal investigation as soon as an airline accident occurs. Reports show that it is unlikely that a day occurs where a person in the world is not facing criminal charges relating to an airline crash. Criminalization of airline crashes has become, except in the United States, a part of any airline crash to see whose conduct played an enabling role in the crash and deaths. After reading some or all of the following, consider the stark difference between what other nations have used for homicide prosecutions and that in the United States where far worse misconduct played a far more direct cause in a number of crashes and deaths—and the enablers were protected by the government oligarchy. The protectors included Department of Justice personnel, federal judges, and Supreme Court Justices. Also, what was done in the United States to people, even government professionals, who sought to halt the corrupt conduct repeatedly resulting in airline crashes and deaths. Conduct Enabling Homicide Charges In Airline Crashes of Nations Other Than the U.S. Examples of offenses preceding a fatal airline crashes that probably would be the basis for homicide charges, or murder, in other nations. An employee of an airline corporation who deliberately violated major safety requirements intended to avoid an airline crash. An employee of an airline corporation withholding the legally required periodic pilot training. An employee of an airline corporation falsifying government-required records indicating that pilot training was done when it was not done. An employee of an airline corporation withholding legally required corrective training for pilots who had shown unsatisfactory or dangerous performance during a periodic competency checks, and continues to allow that pilot to fly passengers. An employee of an airline corporation threatening an FAA airline safety inspector who is addressing serious safety problems or safety violations. A government person who enables such violations that person has duty to prevent or correct such misconduct. Misconduct Preceding Certain U.S. Fatal Air Disasters Far Worse Than Homicide Charges in Other Nations Sampling of far worse misconduct in numerous U.S. airline crashes that occurred in other nations, and which, if occurred in other nations, would probably have been charged with homicide—or the more serious criminal act of murder: The following examples are from reports made by FAA inspectors relating to serious safety violations at politically-powerful United Airlines, covering many years, while the airline was experiencing a series of world-record number of airline disasters. Most were due to pilot error—an indication of serious training irregularities. These series of crashes started in the 1950s and 1960s and continued for many years, along with continuing adverse FAA inspector reports that were not acted upon by FAA management—except to retaliate against the reporting inspectors. One of those early crashes was a world-record airline disaster into New York City on December 16, 1960. The details are described in the first chapter of a book on the inner secrets of many airline crashes in the United States. A sampling of reports in the Federal Aviation Agency in the United States during the 1950s and 1960s, several months prior to the New York City crash: FAA regional report of September 23, 1960, showing serious safety problems and violations. (More readable text.) The serious UAL safety problems stated there were also found years later by FAA inspector Stich, after he was given a life and death assignment to correct the serious problems at that airline. FAA regional report of October 17, 1960, showing serious safety problems and violations, which continued for years thereafter, as discovered by FAA inspector Stich and others. FAA national report (partial) of March 13, 1964, by a Washington-based safety evaluation team, responding to the known serious problems that motivate the life and death assignment. Every major safety violations had a money-saving connection at that airline, and protected by FAA political interests. Many individual FAA inspector reports of violations of federally required and industry-accepted periodic pilot training and competency checks, and need for corrective pilot training at the UAL corporation. The violations were deliberate, despite the continuing crashes and deaths. Clearly homicide offenses in other nations, and in the U.S. under unenforced criminal statutes. The following is one of the most highly documented forms of homicide-related airline crashes and deaths, occurring while FAA inspector Stich was under heavy attack following his attempts to halt the deadly practices that he was given the official assignment to correct: -------------------------------- United Airlines Crash at Salt Lake City: Unprecedented multiple corrupt acts resulting in expected deaths: The United Airlines Boeing 727 crash at Salt Lake City resulted in 43 people being cremated alive! Every direct cause of that crash and deaths, as reported in the final NTSB accident report, were the identical safety problems that Inspector Stich had previously reported in writing; that were ignored by FAA management in violation of FAA requirements, and for which he was encountering unprecedented attacks. The NTSB reported three causes for the crash and deaths in an otherwise survivable crash: The captain's dangerous high-sink-rate unstabilized approach. Inspector Stich had previously reported that problem of that captain. and that he needed corrective training. That report, as every one of the many others, was ignored by FAA management, again saving the UAL corporation money that would have been spent to provide the corrective training in the aircraft. The FAA management who knew of the dangers, who violated their responsibility to require the corrective training, who knew of the deadly consequences, were deliberate enablers--and meeting the criteria of a homicide offense in most nations. That same FAA inspector was suspended from all safety inspection activities at the airline after he stated to a senior pilot and union member that the just completed approach was not considered acceptable. The inspector had just witnessed a dangerous fighter-type, 180 degree, steep diving turn to a landing. Because he had a much higher approach to a landing speed, and a long runway, there was no crash. Unacceptable unsafe practices and attacks upon inspectors attempting to carry out their official assignment were obvious enabling factors in the long list of crashes at that airline, from the airline itself, from the enablers in the FAA, and from some pilots and the pilot union. NTSB report referred to the poor evacuation of the passengers by the crew. Stich had previously reported the refusal of UAL to provide the yearly required emergency evacuation training and the falsification of government-required records that stated the emergency evacuation training had been given. It was actually been done only every three years. That report disappeared from the files, and Inspector Stich inserted a copy. No action had been taken on that serious omission, again protecting the UAL violations. NTSB report referred to the poor performance of the flight engineer in failing to shut off the fuel valves and fuel pumps that fed the fire as the aircraft slid down the runway. Inspector Stich had made numerous reports that the UAL airline corporation was saving considerable money by not actually conducting the periodic training and competency check of the flight engineers, and that their overall competency was far below acceptable, as shown by numerous flight engineer fuel mismanagement and other in-flight emergencies. One report filed by inspector Stich was a five-page, single-spaced highly detailed report describing the serious problem, along with several UAL captains with the same understanding. FAA manager Stacy responded in writing, stating that the report Stich had written indicated that FAA inspector Stich had a personality problem. No particular person had been mentioned. (The UAL corporation saved considerable money by having the UAL check pilot simultaneously conduct training and competency checks of the captain, the co-pilot, and the flight engineer, as he sat in the observer's seat, a very dangerous practice, and totally unable to train the flight engineer.) The airline corporation's money-saving practice was obviously dangerous, and known to the FAA management, meeting the definition of homicide conduct in most other nations. The NTSB omitted one key enabler: themselves. FAA inspector Stich had repeatedly notified them of the serious problems at United Airlines and in the FAA, which they ignored and covered up, when their duties required an investigation of the charges. The UAL corporation had a well-recognized practice of withholding legally-required and industry-accepted corrective training if the pilot being checked during periodic competency check showed unsafe piloting performance. They obviously knew of the dangers reported to them, and had a responsibility to act. Their failure to do so, protecting the FAA personnel, far exceeded the crash-enabling factors considered homicide in many other nations. The deeply entrenched practice of UAL corporation saving money by denying corrective training to pilots showing unsafe piloting performance, or knowledge of emergency procedures. A typical example of that practice follows: Inspector Stich was observing a UAL check airmen conducting a periodic check of two senior captains. During simulated engine failure maneuvers, the check pilot had to several times take sudden control of the aircraft to avoid crashing because of a dangerous reaction by the pilot being checked. There were other very serious piloting errors of both captains being checked. Upon debriefing away from the aircraft, the UAL check pilot wanted to pass the pilots as competent. FAA inspector Stich read off the list of unacceptable piloting performance. UAL then, on its own, provided one of the captains 20 hours of simulator training, an unheard of amount, before setting them up for recheck. FAA management than barred Stich from observing their performance. The wrongful conduct here meeting homicide factors was the money-saving practice by the airline corporation's check pilot, who obviously knew the potential dangers, to allow a dangerous piloting incompetency to go uncorrected, and the FAA's refusal to allow one of it's inspectors to observe the recheck of the captains. In another example of the outrageous acceptance of unacceptable conduct by the check personnel of that airline, the pilot making a landing arrived over the approach end of the runway 30 knots too fast, which is unacceptable as there is risk of crashing at the far end of the runway. The UAL check pilot tried to call that unacceptable performance as acceptable, stating it was safer to be too fast rather than too slow. In effect, he was stating it is better to have more speed and crash at the far end of the runway, rather than not have enough speed and crash at the approach end of the runway. That was the money-saving culture at the UAL corporation that resulted in so many crashes and deaths. That relationship was too obvious not to have been recognized. In other nations, the above conduct would far exceed the minimum requirements for being charged with homicide—or even murder! The massive amount of FAA-reported misconduct associated with a series of airline crashes at UAL corporation, would far exceed the criteria for homicidal conduct and charges in other nations. The years of FAA documents revealed deliberate violations of the most basic air safety requirements, which not only could result in deadly consequences, but repeatedly did, well beyond the 1950s and 1960s. UAL corrupt safety practices and resulting crashes. United Airlines world-record number of airline disasters, and retaliation against FAA airline safety inspector. United Airline crashes and deaths occurring while attacking inspector sent to halt the corruption-enabled deadly crashes. Sampling of crashes at politically powerful United Airlines corporation. Sampling of UAL crash pictures. Air Safety Misconduct of Government Personnel That Would be Homicide Offenses Anywhere But in U.S. Government Oligarchy The years of FAA reported major aviation safety violations at the politically-powerful UAL corporation could not have continued, were it not for the complicity of politically-focused FAA management. The numerous reports before the 1960 calamitous crash into New York City, due to gross piloting errors, did not change the homicide-like subversion of the FAA management to taking action; not did they take action after that calamity. Instead, their conduct worsened, to where the consequences of their actions, even under U.S. criminal laws, would meet the criteria for mass homicides, or murders! But the U.S. government oligarchy protects its own. FAA political management compounded the guilt of key personnel at the UAL corporation by repeatedly, throughout his life-and-death-assignment: Refused to take actions on any of the inspector's reports on serious safety problems and falsification of government-required records, or actions required by the FAA regional and Washington reports of serious problems. That enabled the crashes and deaths to continue for many years. Instructed inspector Stich not to make reports of safety problems, as they make the office/management look bad when there was an airline crash. Reflecting prior problems from not acting on known or reported safety problems. Stich ignored that illegal instruction. Suspended the inspector for several weeks from his life-and-death assignment after he verbally stated to a powerful union member and senior UAL captain that his 180 degree diving turn to the runway was not a safe and acceptable procedure. Conducted a series of attacks against the inspector that knowingly prevented him from carrying out his official and unprecedented life and death assignment. The continuation of the FAA reported corrupt safety practices at UAL corporation enabled two additional crashes and deaths to occur during the attacks, meeting the criteria in other nations for a homicide charge. Many other UAL crashes followed. A small sampling of the extreme tactics used against Inspector Stich included: Sending him on remove assignments, away from his primary UAL assignment, and then have other inspectors spy on him. Having a doctor arrive in Denver from Los Angeles to examine the inspector's mental state. (Conducted during lunch between the doctor and the inspector, at which time the doctor was outraged about being used in the scheme and quickly returned to Los Angeles.) Destroying his official reports. Various forms of misconduct that prevented him from carrying out the official life-and-death assignment, which had immediate fatal consequences. Sampling of serious safety irregularities reported by FAA inspectors at the UAL corporation during world-record series of airline crashes. FAA regional reports pertaining to United Airlines safety conduct prior to the catastrophic UAL crash into New York City, due to gross piloting error, revealed the behind-the-scheme enabling cause of that world-record airline disaster: FAA inspectors knew that UAL check pilot personnel routinely denied legally required corrective pilot training to pilot, despite the series of UAL crashes resulting from pilot errors. All of the safety problems and violations were saving the airline corporation considerable money. Years of FAA inspector reports of corrupt practices in the crew training and competency checks were ignored by the political FAA management, in violation of government requirements, even after continuing world-record crashes. Years of inspector reports that unsafe pilots needing corrective training were ignored by the airline, and by FAA political management, directly responsible for many of the pilot-error crashes, and denied that training. Reports that the airline was not providing the emergency evacuation training and falsifying the government-required confirmation records to falsely, and criminally, indicate the training had been done. Reports of dangerous unstabilized high-sink-rate approach to landings were ignored by the airline and FAA management. In one case, an inspector's verbal statement to the captain concerning the captain's dangerous fighter-like 180-degree diving turn to the runway, resulted in the suspension of the reporting inspector. In another case where a report was made of that dangerous high-sink-rate unstabilized approach, the pilot crashed several months later at Salt Lake City, and 43 passengers cremated alive. FAA management at the regional level and from the office of the FAA Administrator engaged in attacks to block an inspector, on a life and death assignment, from reporting and correcting the years of crew training frauds responsible for the pilot errors behind most of their world-record series of airline disasters. FAA attacks from political management Multiple Enablers for Successful Airliner Hijackings on 9/11 The easily preventable and forewarned hijackings of U.S. airliners on September 11, 2001, had a record number of enablers, far exceeding the culpability of any prior homicide charges following a fatal airliner crash. Overview of multiple enablers: Continuing FAA Culture: FAA enabling role in the 9/11 hijackings. The earlier documented corrupt, incompetent, and political culture in the FAA continued from earlier times. In the case of the four hijacked U.S. airliners on 9/11, none of those terrorists could have succeeded if one glaring and flashing safety problems were corrected, and which could have been corrected overnight with a single FAA order. The cabin flight attendants had keys to the cockpit doors. Anyone with any type of a weapon, a knife for instance, could have overpowered a mostly female cabin flight attendant, seize the key to the cockpit door, and then overpower or kill the pilots. Two New York City world record air disasters, 1960 and 9/11, showing the list of homicidal enablers in both horrendous events. Department of Justice criminal role: www.wikileaksusa.org/m_doj_enabled_terrorist_attacks.html. Criminal misuse of powerful government positions to silence the attempts by the former FAA inspector to halt the dangerous practices and culture that included personnel misconduct outside of the immediate aviation field: DOJ scheme to silence the former FAA inspector, consisting of the criminal misuse of government positions, to allow, and did, continue the conduct that continued to enable fatal airline crashes to occur. Clearly homicide conduct far exceeding the criteria in most nations. Sequence of judicial attacks on corruption-fighting Stich. Assets seized that had been used to expose and fight the corruption resulting in major national disasters. Harm inflicted upon Stich by Department of Justice personnel, federal judges, and others, acting in unison, in a scheme to halt his exposure actions). Criminal contempt of court charge after he filed a federal action seeking to report and halt the ongoing corruption that not only enabled airline crashes, but to report the corruption of Department of Justice personnel that were enabling a series of al Qaeda terrorist successes. Attempting to report DOJ personnel deep sixing advance notice of the planned al Qaeda attacks, which blocked taking measures to prevent the success of the planned hijackings. Those were homicide acts that played the major enabling cause of the nearly 3,000 horrific deaths that followed. Criminal type of enabling conduct by federal judges: The former federal agent attempted to force attention to the deep-seated corrupt culture that existed in the FAA and the U.S. Department of Justices. This was done through the requirements of the federal crime reporting statute, Title 18 U.S.C. § 4, that requires federal judges to receive information of a federal crime from anyone offering the information. Federal judges blocked every attempt to make such reports, from the 1970s to September 11, 2001, and thereafter. By their criminal misuse of judicial positions, they became enablers of the continuing corrupt FAA conduct, and consequences, and the consequences of misconduct by Department of Justice personnel. As professionals, they knew the history of such cover-ups, and knowingly sacrificed those who would become victims of the continuing homicide-type deadly enabling conduct. Some examples of court submissions: Lawsuit against FAA. Lawsuit against NTSB. Lawsuit submitted for filing in federal courts at Oakland. Judges illegally refused to file it. Last lawsuit prior to 9/11, seeking to report the corrupt conduct resulting in series of al Qaeda successes and other harm, filed in federal courts at Reno, NV. Then came the successful easily preventable and forewarned multiple airliner hijackings on September 11, 2001. Federal judges continued their deadly cover-ups—which then led to two wars against nations that had nothing to do with the al Qaeda terrorist attacks: Post-9/11 lawsuit filed in federal courts in the District of Columbia, reporting sampling of the corrupt conduct that enabled the easily preventable and forewarned al Qaeda successes. Post-9/11 lawsuit filed in federal courts in New York City index, blocked from filing for over a year until the corruption-fight sent letters to each of the Supreme Court Justices, informing them of the latest obstruction of justice by federal judges over whom they had supervising responsibilities. These years of attacks required massive violations of civil rights and a criminal conspiracy. The people complicit in the conduct that enabled the corrupt conduct to continue included Federal judicial corruption, among others. Years of complicity by Supreme Court Justices, that aided and abetted and provided protection for the perpetrators in the FAA, DOJ, and federal courts. Calamitous Post-9/11 Consequences From Continuation of Corrupt Conduct The cover-ups by U.S. federal judges of the actual enablers of the al Qaeda successes on 9/11 enabled the corrupt culture in the U.S. government oligarchy blame Afghanistan and Iraq for enabling the attacks, when they had nothing to do with the attacks. www.wikileaksusa.org/911_blame_comparison.html. The horrors inflicted upon millions of afghans and Iraqis generate justifiable hatred throughout the Middle East for the United States. That hatred, among the many thousands of U.S. trained fighters to fight proxy wars for the United states, starting in 1953, enabled massive upheavals that caused the collapse of governments, the birth and growth of brutal groups, and the greatest humanitarian calamities in world history. An "excellent" example of the acorns to oak trees syndrome. Decades of Credibility www.wikileaksusa.org/m_credibility_stich_credibility.html. www.wikileaksusa.org/m_credibility_index.html. www.wikileaksusa.org/m_stich_bio.html. www.wikileaksusa.org.