The information presented here is based upon the actual experience of a former FAA airline safety inspector during an earlier time in aviation travel when there existed a world-record number of airline disasters, especially at a politically-powerful airline corporation, and in the days when the government aviation safety agency, the FAA, was referred to by knowledgeable insiders as "the tombstone agency."
Seeking to correct the serious FAA reported safety irregularities at that airline corporation, that inspector was given an official life and death assignment to halt the corrupt conduct that enabled the first calamity described here. As he attempted to correct the money-saving safety irregularities, he came under intense attacks from multiple segments of the FAA controlled by the political management. The serious safety irregularities went uncorrected. While he was under attack, more crashes and deaths occurred. One of those crashes, with 43 cremated alive passengers, occurred at Salt Lake City. Despite those deaths, the same culture continued.
After unprecedented efforts as an FAA inspector to expose the world-record corruption enabling a series of brutal airline crashes, that inspector embarked on 40 years of unprecedented fighting trying to halt the corruption in the U.S. government oligarchy. His efforts provided the unprecedented documentary on the corruption, even homicidal-type crimes, that enabled the second of these world-record events in New York City.
During those efforts, the most powerful people and groups attacked him, seeking to silence him. Through criminal misuse of powerful government groups, he was the target of numerous sham lawsuits; he was sent to prison as a senior citizen for filing federal actions seeking to expose and halt the continuing corruption that was starting to enable terrorist successes; he was converted from a multi-millionaire to a state of poverty, and much more. At the time of this writing, he is in his 90s, still fighting, while the American public remain obsessed with trivia.
For credibility of this information:
And also the unprecedented response of U.S. Supreme Court Justice Byron White to a 60-page Emergency Petition that listed most of these matters and more:
Two World-Record New York City Aviation Disasters—
And Their Enablers in Government"
American Public Reaction: Zero!
The First, December 16, 1960:
The first world-record aviation disaster inside New York City involved a United Airlines DC-8 that crashed into the Brooklyn section of New York City. The direct cause of that aviation disaster was the unprofessional dangerous piloting by the UAL captain. (Details in the book, History of Aviation Disasters: 1950 to 9/11, by Captain Rodney Stich.)
Stich was a federal airline safety inspector given the assignment to halt the aviation safety problems and misconduct that enabled the direct causes of that and other related crashes to occur.
His initial discoveries, as he reported into government records, was major misconduct, some of it criminal, of key personnel at the airline, and worse corruption, politics, and incompetence within the government agency responsible for aviation safety. At that time, the Federal Aviation Agency was known to knowledgeable insiders as "the tombstone agency" because of the many graves resulting from the serious problems within that government bureaucracy.
On person with an unusual and professional background discovered the corruption that enabled that first world record aviation catastrophic event to occur in New York City. That horrific event occurred on December 16, 1960.
In that 1960 airline disaster, there was considerable fraud in the aviation safety activities of that airline—and within the FAA offices responsible for overseeing the airline’s safety matters.
As a result of that disaster, and several others that the airline experienced due to the same corrupt culture, FAA management in the Los Angeles office gave FAA airline safety inspector Rodney Stich the official assignment to transfer to that location and halt the corrupt practices. It was a life-and-death-assignment: correct the problems, or the crashes and deaths would continue. He remembers to this date the warning he was given prior to leaving for that assignment: "Rod, this is a tough assignment and we are right behind you." The consequences of accepting that life-and-death assignment gravely affects him to this date.
During that assignment, he discovered and documented the massive numbers of corrupt acts at the politically powerful airline and in the political sections of the government agency responsible for aviation safety, known at that time as "the tombstone agency" because of the many deaths arising from the culture of corruption, politics, and incompetence.
As he attempted to carry out his official assignment, he came under attack by personnel at that airline, and far greater and more deadly attacks from various FAA divisions under control of the FAA Administrator. These attacks enabled the continuation of the corruption, the continuation for many years of the resulting horrific aviation disasters, and the deaths and grieving that went with them.
This is what he found:
Corruption in the FAA Denver office, followed by corruption in the Los Angeles regional offices, and then in the top FAA positions in Washington.
Corruption at United Airlines at the airline's training and competency check base in Denver.
Immediate retaliation—with deadly consequences. Upon reporting and attempting to halt the corrupt practices responsible for enabling the direct causes of the continuation aviation crashes to occur, immediate retaliation came from United Airlines and within the FAA local management, and eventually, high-level FAA management at the regional level, followed by retaliation from high-level FAA management in Washington, including the FAA administrator himself.
The crashed enabled by the continuing safety problems and corrupt conduct continued to occur. Disregarding the warnings from other federal airline safety inspectors that "You can't fight the system," or, "You are going to get shot!," he used the law in such a manner that he acted as an independent prosecutor, something that had never been done before; or since.
Unprecedented actions taken to halt the corruption, the cover-ups, and the resulting crashes and deaths.Having notified members of Congress of the deadly corruption occurring in their areas of responsibilities, receiving sympathy but not meaningful actions, the following unprecedented and never repeated actions were taken to fight the corruption:
Acting similar to an independent prosecutor—to halt the deadly corruption responsible for continuing series of aviation disasters (that would continue for decades thereafter). The court-like proceedings in 1965 extended over several months—during which three other airline disasters occurred, each one due to the same safety problems and retaliation that Stich had repeatedly reported in writing. The evidence shown by the 4,000 pages of court testimony and exhibits showed that the death-resulting corruption that Stich was given the assignment to correct extended far into the upper reaches of the Federal Aviation Administration. (At that time, called the Federal Aviation Agency.)
Filing of legal briefs. Upon the end of the proceedings, Stich filed a closing brief that highlighted the many safety violations related to several recent crashes. In that closing brief, he warned that a cover-up would continue the misconduct, the culture, the crashes, and the deaths.
The administrative hearing officer, William Jennings, an attorney on the staff of the FAA Administrator, covered up for the documented serious problems, the many crashes and near-crashes, and the problems made obvious by the assignment given to Stich to halt the corruption. (When given the assignment by mid-level FAA management in Los Angeles, they warned, "Rod, this is a tough assignment, but we are right behind you.") Jennings cover-up, and that of the FAA Administrator, proved to be deadly for many people thereafter.
Head of the FAA Sky Marshall program was outraged. Following the cover-ups, and the continuation of aviation disasters, the head of the FAA’s Sky Marshal’s program was outraged. He encouraged Stich to send a report to the FAA administrator, and would co-sign the report. This was done on August 8, 1966.
Cover letter to the FAA Administrator was attached to the three-part report sent to the FAA Administrator.
Appearing before a Denver federal grand jury. Reports to various divisions of the U.S. Department of Justice were repeatedly blocked. In 1966, circumventing the blocks by Department of Justice personnel, he appeared before the federal grand jury in Denver—controlled by the same U.S. Attorney that blocked earlier reports.
Hundreds of Funeral Processions During The Attacks
Three deadly aviation crashes occurred during the period that Stich was under attacks, each enabled by the corruption or aviation safety problems that Stich and reported in writing, and for which he came under attack. One fraud-enabled crash was a classic textbook example of how crashes and deaths result form corruption in the aviation industry—and could easily have led to unprecedented murder charges because of the close relationship between corruption and deaths. But that would have focused on DOJ and other government personnel. To this day, most of the families of the victims are unaware of the corruption responsible for the deaths of their loved ones.
America's Historic Culture of Cover-Ups
CAB board members withheld the enabling information from each of those crashes, and others enabled by the corruption, including a crash into Portland, Oregon.
DOJ Cover-ups. He reported these matters to several Department of Justice offices, each of which claimed lack of responsibility, as they covered up for the deadly corruption. He circumvented the DOJ block by appearing before a federal jury in Denver, not realizing that a Justice Department prosecutor controlled what the jurors did or not do.
Members of Congress. In 1965, Stich kept certain members of Congress informed of these matters. Most of the members in contact with Stich showed concern about the information provided to them.
Congress Terminated the Federal Aviation Agency
Two years later, member of Congress terminated the Federal Aviation Agency and replaced it with the Federal Aviation Administration. The new FAA was placed under the newly formed U.S. Department of Transportation.
Congress Terminated the Civil Aeronautics Board
Congress terminated the Civil Aeronautics Board whose political board members had been falsifying official aviation accident reports that had covered up for the behind-the-scene enabling corruption in the Federal Aviation Agency. The replacement for the CAB was the National Transportation Safety Board (NTSB).
Horrific Multi-Airliner Hijackings: September 11, 2001
On the morning of September 11, 2001, four U.S. airliners were hijacked. Two of them were
crashed into the World Trade Center in New York City. There were several groups—in the U.S. government—that motivated the attacks, and whose misconduct, some of it criminal, enabled the success of the easily preventable simultaneous hijackings of four airliners that constituted a world record.
By September 11, 2001, when New York City experienced the next world-record aviation disaster, the number of enablers that enabled the prior 1960 disaster to occur, greatly expanded:
Department of Justice personnel. Personnel in the U.S. Department of Justice played the most direct and criminal role enabling the 9/11 aviation disasters to occur. They had advance information of the first series of al Qaeda attacks, including the planned hijackings, and for self-serving reasons, deep-sixed the information. This deep-sixing continued from one forewarned attack after the other.
Federal Aviation Administration. The culture of incompetence, politics, and corruption in the federal aviation Administration (FAA) played a major enabling role. Simple as it sounds, that hijack-welcoming deficiency that was blatantly obvious for decades was not done. One or more hijackers, with street-smarts, could have accomplished what four groups of al Qaeda terrorists so easily succeeded in doing. FAA management allowed cabin flight attendants to have keys to the cockpit door, enabling anyone with something as simple as a knife to seize the keys and enter the cockpit and murder the pilots.
Third set of enablers. The third set of enablers covered the entire period from 1976 to 9/11 and thereafter. Playing a dominant role in this group were Department of Justice personnel and federal judges, and the cover-ups by members of Congress and others. Evidence of their involvement is in numerous federal lawsuits and other documents. Because of the complexity of this matter, a sampling of links are presented. The books also provide details of this serious matter.
Most Direct of the 9/11 Enablers
The most direct, and the most criminal, of the enablers in the U.S. government, were high officials in the U.S. Department of Justice. They had been receiving advance information of a series of planned al Qaeda attacks from a mole in the most active al Qaeda cell, and from the mole's New York City attorney. Instead of providing this information to personnel throughout the U.S. Department of Justice and to the many other intelligence, law enforcement, and military personnel—who could have blocked the hijackings—high-level Department of Justice personnel deep-sixed the information.
Reason for DOJ Officials Deep-Sixing
Advance Information of al Qaeda Attacks
The reason for deep-sixing the information was to prevent the American public from learning about the decades of FBI-DOJ personnel's involvement in murders in the New York City offices with a brutal Mafia capo known as "the killing machine."
Explanation: The advance information about planned al Qaeda attacks was being provided to FBI-DOJ personnel by a former Mafiosi, Gregory Scarpa, Jr., who was scheduled to testify in several murder trials about the series of murders that his Mafia capo father committed over the years with the complicity, and sometimes, suggestions of FBI-DOJ personnel. To protect themselves, high-level DOJ officials planned to discredit the mole so that the American public would not believe the testimony.
When that mole started providing inside information directly from one of al Qaeda's primary bombers, Ramzi Yousef, DOJ officials were confronted with a problem. If they made the information about the planned al Qaeda bombings known so that the attacks could be prevented, that would give Scarpa credibility and undermine the scheme to discredit his testimony.
The decision to proceed with the plan to discredit him went ahead, along with deep-sixing the advance information of the planned attacks. That decision continued even after earlier warnings were proven correct. These warnings involved the downing of TWA Flight 800 and the bombings of U.S. embassies in Kenya and Tanzania. Prior to those attacks, FBI personnel ignored prior information on the World Trade Center bombing in New York City.
The murderous conduct of personnel in the highest law enforcement personnel in the United States has been well publicized in the Boston offices due to the Boston media. The same murderous, and criminal, activities were ongoing in the New York City offices, with the mostly lapdog media remaining silent on the matter. Such acts are not isolated crimes, and don't occur in a vacuum: these criminal acts are standard in America's highest law enforcement agency!
Credibility of This Information
This information is provided by Captain Rodney Stich, whose credibility is well established, including unprecedented support by highly respected U.S. Supreme Court Justice Byron White:
Gregory Scarpa Jr. was one of the several dozen highly qualified confidants providing Captain Stich with insider information. Scarpa provided almost monthly, from 2002 to 2011, detailed information on the above matters. His last letter to Stich stated he was being transferred, and that he would contact Stich as soon as he got to his next prison location. That letter never arrived. Information strongly indicates that Scarpa was released from prison, over 20 years before his sentence was up, and placed in the federal witness protection program. (Scarpa had risked his life and that of his family by providing advance information of the planned attacks, and certain parties had provided letters to federal judges that apparently brought about Scarpa's release despite the objections of Department of Justice officials.)
FBI Special Agent Richard Taus. Another of Captain Stich's many confidants was a former highly decorated Lt. Colonel, who had repeatedly risked his life as a helicopter pilot to rescue and save the lives of wounded GIs during the Vietnam War. After the war, Taus became an FBI Special Agent in the same New York City offices where high FBI personnel were involved in murders with Mafia capo Gregory Scarpa, Sr. Taus discovered other serious irregularities, including dropping investigations of known criminals, dropping investigations of covert CIA operations that were secretly funding and arming Iraq during the 1980s.
Concerned about the harm arising from these matters, Taus reported the matters to several members of Congress. They not only covered up, but passed Taus' letters to the same DOJ personnel committing the corrupt and criminal acts. They in turn criminally misused the awesome power of the Department of Justice to file sham criminal charges against Taus. They manipulated these charges with others that were filed by the highly discredited Kings County District Attorney in Brooklyn, Charles Hynes.
Captain Rodney Stich started recording and publicizing corruption of personnel in the U.S. Department of Justice while he was a federal airline safety inspector and after he discovered deadly corruption following his official and unprecedented life-and-death-assignment that started with an investigation into the enabling causes of the world-record aviation disaster into New York City on December 16, 1960. What is described here is a small fraction of the corruption he and his many confidants discovered in the highest law enforcement agency of the U.S. government.
Sampling of related information:
- DOJ deep sixing information on planned terrorist attacks
- al Qaeda, and details of the ultra-important advance information on planned terrorist attacks.
- Scarpa, the former New York City Mafiosi, the son of the Mafia capo involved in murders with the complicity of FBI-DOJ personnel in the New York City offices, with the approval of top Washington personnel, starting with FBI Director J. Edgar Hoover. (Interesting letters relating to Hoover and Stich.)
- DOJ enabled terrorist attacks following the deep-sixing of advance notice of the planned terrorist attacks.
9/11 Commission Subverted by DOJ Participants
DOJ personnel in the 9/11 Commission—who were part of the earlier deep-sixing that enabled the 9/11 attacks to succeed—insured that the information would not be included in the report. This was standard practice recorded by Stich for the prior 45 years.
This material is presented by Captain Rodney Stich, whose unique activities involving aviation, government intrigue, and foreign affairs, started in 1940, when he joined the U.S. Navy, a year before the Japanese attack on Pearl Harbor. He was the youngest Navy Patrol Plane Commander in World War II, an international airline captain, an unprecedented corruption fighter since the mid-1960s. He has become the focal point for dozens of former professionals in covert and law enforcement operations.
Decades of evidence of his credibility includes highly respected U.S. Supreme Court Justice Byron White. He has 70 years of exposure to corruption in government and the resulting tragedies. His not-for-profit books on these matters can be obtained in print or eBook format, from www.amazon.com.
Documentaries on 50 Years of Corruption In
U.S. Government Oligarchy, and the Resulting Tragedies
Unprecedented in any Modern Industrial Nation(Print available at www.amazon.com and www.amazon.co.uk)
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 Captain Rodney Stich.
EBook Sources Worldwide
Print books from Amazon.com in Europe: http://www.amazon.co.uk./s/ref=nb_sb_noss/277-4275297-4922359?url=search-alias%3Daps&field-keywords=%22Rodney%20Stich%22