[Viewed best on Firefox] Introduction This is a mini-documentary on a sampling of airline crashes in the United States, conduct that played an enabling role in the crashes and deaths, the definition of homicide in worldwide aviation deaths, and the serious role of homicide enabling roles in specific U.S. airline crashes and deaths. The ramifications are serious, and go far beyond the immediate issues. A major issue is the existence of homicide crimes in fatal airline crashes, as recognized and charged under the laws of most other nations; that are homicide offenses under federal criminal statutes; the massive existence of homicide offenses in many of the early world-record series of airline disasters; and even the 9/11 events; and why such charges have never been filed. Obviously, a very serious issue. An introduction to homicide conduct and its application to aviation deaths throughout the world (except the U.S.) will help understand the gravity of this matter. 40-Year Series of U.S. Aviation Events: Introduction to Laws and Nation Practices On Enabling Homicide Offenses This mini-documentary provides specific factual information revealing how corrupt misconduct by key people in the most powerful groups in the U.S. government oligarchy deliberately engaged in major misconduct, knowing that people would die, and did die. The examples given here are primarily those in which a former federal airline safety inspector were involved and documented the events. He was involved in attempting to correct the corrupt safety irregularities at a politically-powerful airline that was experiencing a world-record number of airline crashes, most due to pilot error—an obvious indication of problems in the crew training required by law—and common sense of responsibility. Sampling of FAA safety evaluation reports of the UAL corporations crew training irregularities (in addition to the many individual inspector's verbal and written reports): Regional group report, Sept. 23, 1960 (retyped for clarity); and the actual report. Regional group report, Oct. 17, 1960. Those safety irregularities far exceeded the conduct considered homicide acts in most other nations. One of the corporation's crashes was the world-record aviation disaster in New York City on December 16, 1960. This mini—documentary starts there, and continues throughout the next four decades to the next world-record aviation disaster in New York City—September 11, 2001.The groups and the culture in the first were among the groups and culture in the second—with far worse homicide-type enabling misconduct. Sampling of graphic views of a sampling of the crashes at the politically-powerful airline. And the mini-documentary ends with an even worse, calamitous aviation occurrence, in New York City, 40 years later, on September 11, 2001. Both were preceded by widely documented corrupt conduct that would end in some form of disaster! The First New York City Aviation Calamity And the Homicide-Type Enablers World-record series of crashes at politically-powerful airline corporation: Starting in the 1950s and continuing for many years, airline crashes in the United States were a common event. One politically-powerful airline had a world-record number of fatal airline crashes and near-crashes for many years, especially during the 1950s and 1960s. The safety responsibilities for that airline were with FAA personnel in the Los Angeles region. Among federal airline safety inspectors, it was known that the airline was engaging in serious safety practices, safety irregularities, safety violations, and even criminal falsification of government-required records to cover up for the violations. Most or all of the safety violations were saving the airline corporation considerable money, especially significant since the periodic training and competency checks were done in the aircraft. --------------------------- Unprecedented life-and-death-assignment: An unprecedented official life and death assignment was given to FAA airline safetyh inspector Rodney Stich in 1963 to transfer from Los Angeles to Denver, where the airline corporation's crew training facilities were located. --------------------------- Massive serious safety violations discovered, reported, and tried to correct: Sampling of the massive and unprecedented serious safety irregularities related to crew competency reported by FAA inspectors at the UAL corporation. Almost every one of the violations far exceeded the homicide charges made in other nations. (Sampling of dozens of major safety irregularities reported by the FAA inspector during life-and-death assignment, almost every one exceeding global reports of homicide in aviation deaths. Available shortly.) While the inspector on the life-and-death assignment was discovering the massive safety irregularities in Denver at the airline corporation, a safety evaluation team from FAA headquarters in Washington had completed its evaluation of the entire FAA Western Region, which had safety responsibilities over the UAL corporation. The March 13, 1964, report, in polite government legalese, referred to internal FAA problems throughout the politically-controlled Western Region.1964 report described the dismal exercise of safety responsibilities by the political regional management. That report was followed by even worse, or criminal, reaction by FAA management, to the more deadly problems at the UAL corporation. ---------------------------- Unprecedented attacks upon the inspector during life-and-death assignment: As the FAA inspector reported and attempted to carry out his corrective instructions, he came under attacks by the more powerful political interests in the Federal Aviation Agency. The safety irregularities that were saving the airline corporation considerable money went uncorrected. Those attacks, with the known deadly consequences, exceeded the crime of homicide and arguably met the crime of murder! ------------------------------- The expected crashes and deaths occurred: While the inspector was under attack, two additional fatal airline crashes occurred. One of those crashed into Lake Michigan. due to an altitude-awareness problem. Everyone was killed on that crash. That altitude-awareness problem was already recognized and being addressed by the FAA inspector at the time. The other crash was a textbook example of how crashes occur, and people die, far exceeding the homicide charges filed in numerous crashes in other nations. Never in world history had so many homicide—or criminal acts—occurred with the certainly of deadly consequences. The passengers perished in the most horrible fashion possible, by being slowly cremated inside the aircraft. The same money-saving safety irregularities continued, along with the continued attacks upon the inspector. The political board members of the National Transportation Safety Board (NTSB) cooperated by reporting the direct causes of the crash and deaths but deep-sixing the homicide or criminal enabling causes of the direct causes. ---------------------------------------- Desperate Attempt to Halt the Homicide-Conduct and Resulting Horrors: Ignoring other inspectors telling him to give up, "you can't fight the system," he did just that—and would suffer for the remainder of his life for doing so. The FAA inspector used the law as its had never been used before in the FAA; he acted similar to an independent prosecutor, conducting several weeks of court-like hearings before an FAA lawyer acting as an administrator law judge—from the political FAA Administrator's office. At the end of nearly 4,000 pages of court-reporter transcripts and official documents on the safety problems, he filed a closing brief. The Salt Lake City crash occurred during the period between the filing of that closing brief and the decision stating there were no safety problems. That cover-up would enable a continuing series of corruption-enabled deadly crashes, resulting in a world-record series of homicide-induced deaths. The head of the FAA Sky Marshal program was so outraged by the cover-up that he urged the inspector to submit a report to the (political) FAA Administrator, and he would co-sign it. That was done. FAA cover letter report to FAA Administrator; Report Part One; Part Two; Part Three. All in vain. The perpetrators were rewarded, and Stich was forced to resign. Post-FAA Activities Seeking to Halt The Corruption-Enabled Tragedies As a private citizen, the former inspector continued his efforts. His reports to members resulted in the Federal Aviation Agency resulted in the Federal Aviation Agency being abolished and replaced with the Federal Aviation Administration—but retaining the same personnel and the same culture, and taking no action against those whose homicide-enabling misconduct resulted in so many horrible airline crashes. Every group in the U.S. government oligarchy was protected, despite the continuing effects upon the American people. Letter list to members of Congress from 1965 to present date. Sampling of letters from members of Congress and others. He then took another unprecedented action. He filed a series of federal actions to report the pasts and continuing felonies in the FAA, using the federal crime reporting statute, Title 18 U.S.C. § 4. That statute requires anyone knowing of a federal crime to report it to a federal judge or other federal official. That judge or official must receive the information, or he or she commits felonies relating to obstruction of justice. In that unprecedented manner, the former inspector was making a judicial record of the serious matters, seeking to force attention to the issues. Again, the government oligarchy protected each other. Department of Justice personnel and federal judges acted jointly, presenting the information from being presented. These were also homicidal acts that would knowingly result in the continuing culture and consequences. The culture and consequences worsened, to a stage never seen before in then nation's history. Those matters are described in a mini-documentary that takes over from here. www.wikileaksusa.org/m_homicide_conduct_911.html.