A few comments about the host of this site

The host, former federal agent Rodney Stich, has sought to expose deep-seated corruption in government that continued to have tragic and catastrophic effects have had a set of bizarre turns that would make a fabulous television series. His initial attempts to expose the deep-seated corruption related to a series of brutal airline disasters, followed by the standard cover-ups, infuriated him to the extent that he embarked on a crusade over 30 years ago that continues to this date.

He lived and worked in the Middle East, as airline captain flying planeloads of Muslim pilgrims to Mecca and Medina, at a time when most people in the Middle East liked Americans—before U.S. politicians caused them to hate Americans.

Along the way, the corruption that he discovered expanded into new areas, and his efforts were joined by an increasing number of other insiders. These include government agents, former drug smuggler (carrying out drug smuggling assignments for CIA and other personnel), and former Mafia figures.

More information about the blog host.

To silence him, parallel actions were taken over the years involving Department of Justice prosecutors, federal judges, lawyers, and law firms Further information about the host.





   Navy Pilot Rodney Stich in World War II
   He joined the Navy in December 1940, and was a Naval aviator, a Patrol Plane Commander on Liberators and Privateers. At the age of 20 he was a flight instructor in advanced flight training in the PBY Catalina flying boats at the Naval Air Station at Jacksonville, Florida.


PBY Catalina flying boat in which Stich was a flight instructor at Naval Air Station, Jacksonville, Florida.

At the age of 21, he was a Patrol Plane Commander (PPC) in Liberators and Privateers, and considered the youngest 4-engine patrol plane commander in the navy during World War II. (President George Bush, Sr., claims he was the youngest pilot, but that was in single-engine aircraft.)



   Post World War II Airline Operations
   After the end of World War II, Stich became an airline captain in domestic and international flight operations. His primary airline was Transocean Airlines, of which the Saturday Evening Post ran a three-series story in 1951 entitled, "The Daring Young Men of Transocean Airliners. 
   Type of Aircraft Flown
   Among the aircraft that he flew were DC-3, DC-4, Convair 340, Martin 202, Curtiss C-46, Lockheed Constellations; and Boeing Stratocruisers.


   Flying In Middle East with Plane Loads of Muslims
   Included in his flight operations were flights throughout the Middle East, flying plane loads of Muslim pilgrims to the holy cities of Mecca (Jeddah, Saudi Arabia) and Medina. During periods in 1953 and 1953 he resided in Beirut, Ramallah, Jerusalem, Tehran, Abadan, and Jeddah. 
   Among the cities from which he flew Muslim pilgrims were Baghdad, Tehran, Beirut, Jerusalem. 
   One of First Pilots Licensed by Japan
   He flew for Japan Airlines in the early 1950s, holding one of the first pilot licenses issued by Japan, the number 170. His copilots were former Japanese military pilots with whom he engaged in combat during the war.
   Due to politics and the CAB interference with the low-cost operations provided by Transocean Airlines, the airline, which was the world's largest supplemental airline at that time, went out of business in 1961.
    Becoming Federal Aviation Safety Inspector-Investigator
    In 1962, Stich became a federal aviation safety inspector-investigator responsible for all aspects of aviation safety at certain airlines. In those days, from about 1950 to about 1980, airline disasters were occurring every few months. One such disaster was a United Airlines DC-8 that crashed into the Brooklyn borough of New York City after first ramming into a TWA Constellation over Long Island. That was the world's worst airline disaster at the time, and was associated with several others, before and after that great tragedy. (A movie is in progress on that great air disaster.)
Request to Take Over the Assignment to Correct the Conditions Responsible  for  the  Worst Series of Airline Disasters in the Nation's History
   In 1963, FAA officials in the Los Angeles area, where Stich was assigned, approached Stich and asked him to take the assignment responsible for the most senior program at United Airlines, with the warning, "It's a difficult assignment, but we are right behind you." (The first part of that warning was absolutely true, and the second part was absolutely false, unless one could say, "Far behind," when the problems resulting in a long series of airline disasters and deaths were considered.)  In effect, Stich was asked to correct the conditions responsible for the worst series of airline disasters in the nation's history.

Two of the great air disasters on that program for which Stich had the primary hands-on safety responsibilities was the United Airlines DC-8 crash into New York City:


 
Another was the DC-8 crash at Denver, Colorado.



Discovering Pattern of Air Disaster Corruption Never Before Exposed
   Stich discovered what other federal safety inspectors had already discovered. These included:
   * Certain airline management were denying to the pilots and flight engineers the legally required and industry-accepted training and competency checks.
   * These violations—which had deadly consequences—were covered up by falsifying the government-required records.
   * Certain airline management threatened FAA inspectors when inspectors sought to carry out their federal safety functions, warning that they would get the inspectors transferred if the inspectors ceased what they were doing (making inspection reports, reporting unsafe and illegal safety practices, etc.)
   * Airline management had control of high FAA officials, which enabled the airline, with the complicity of FAA management, to block the implementation of legally-required safety matters. 
   * FAA management warned inspectors not to submit reports of unsafe or illegal practices,s as it made the office—and FAA management—look bad when there was a fatal airline crash. (Of course, the intent of the FAA was to take actions to prevent airline crashes, but this intent was apparently lost in the FAA culture.)
   * This FAA culture applied to all forms of needed safety matters, including the obviously needed prevented measures for airline hijackings, that had started in the 1950s, with the latest occurring on September 11, 2001.
   Taking Unprecedent Action to Force the FAA To 
   Comply with Federal Safety Requirements
   * Concerned about the continuing heavy loss of life from the known safety problems, including the criminal falsification of government-required safety records, Stich exercised the law in such a manner that he acted as an independent prosecutor. This was followed by four months of hearings. (These matters are detailed in the book, Unfriendly Skies: 20th and 21st Centuries, and also in Blowback, 9/11, and Cover-Ups.)
   * The hearing was presided over by an administrative law judge, a lawyer from the FAA administrator's staff, William Jennings. 
   * Stich warned in his final closing report that if the FAA covered up for the documented misconduct, that the misconduct—and the resulting fatal crashes—would continue. Jennings and the FAA did cover up, praising the people responsible for the corruption that had already been responsible for many deaths in fraud-related airline disasters. (Jennings later was with the Airline Passengers Association, responsible for, would you believe, airline safety matters!)
Three Additional Airline Disasters During
FAA Safety-Corruption Hearing
   * During the hearing, three additional air disasters occurred, each one caused by the very same safety problems that Stich had reported in writing, for which he recommended corrective actions be taken by the FAA.
   * One such airline disaster—which was a classic for associating FAA corruption with the crash and the deaths—was the crash of a Boeing 727 at Salt Lake City, occurring just prior to the cover-up decision by the FAA hearing officer.



  NTSB Official Report on Salt Lake City Crash
   The NTSB identified the following causes for that Salt Lake City crash and the people who were creative alive in the aircraft:
      * The pilot's dangerous high-sink rate approach.
      * The engineer's failure to shut off the fuel pumps and fuel values after impact.
      * The crew's poor evacuation actions that caused many passengers to die inside the aircraft.
      * The NTSB political board omitted the most important parts:
      * That FAA inspector Rodney Stich had previously reported that very same pilot as 
         having a  dangerous high-sink rate approach and that he needed corrective training—which was never given.
      * FAA inspector Rodney Stich had filed numerous reports—some five and six pages long—reporting the United Airlines flight engineer training and competency checks as the worst he had seen in his many years in aviation; that many flight engineers were not competent; and that many captains and former professional flight engineers at United agreed with the inspector.
      * That FAA management had destroyed some of these official reports.
      * That FAA management suspended Stich for two weeks from safety functions because of displeasure by a senior United Airlines captain and ALPA member who objected to being criticized for his high-sink-rate approach, which was common with the senior pilots.
      * That FAA inspector Stich was severely criticized for making unfavorable reports on the flight engineer program.
      *That Stich had made three written reports that United Airlines was not performing the yearly required emergency evacuation program, and that FAA management had illegally removed the official reports from the official records.
   * After the cover-up, the FAA rewarded those FAA management people who were shown to have engaged in a pattern of corrupt activities, who had perjured themselves during the hearing, and whose misconduct blocked the exposure and correction of the three crashes occurring during the hearing and the earlier crashes, including the great New York City air disaster. The standard retaliation for exposing corruption in government then followed, causing Stich to leave government service.
   * Letters by Stich to members of Congress, starting in about 1964, reporting the serious corruption related to air tragedies, were ignored, although often acknowledging the seriousness of the charges. 
Circumventing the  Cover-Ups by Using the Federal Courts
   * Following the cover-ups, numerous other fatal airline crashes continued to occur, resulting from known safety problems that FAA management blocked from being corrected. The continued heavy loss of life caused Stich to exercise the law in a manner that may not have occurred before. He filed lawsuits against the FAA in 1976, and against the NTSB, charging the FAA with criminal misconduct that made possible a series of fatal airline disasters. The authority for the action was the federal crime reporting statute and the statute that permits any citizen to seek a court order requiring a federal official (FAA and NTSB to perform their legal duties and halt their unlawful and corrupt actions. 
   * Federal judges admitted the gravity of the charges, but upon motion by Department of Justice lawyers—who had been covering up the corrupt activities since Stich first reported them while a federal agent—dismissed them. This dismissal resulted in a continuation of the corruption, and the expected continuation of the fatal airline crashes. Judges and DOJ lawyers were now on record of being complicit in the disasters.
Circumventing Endemic Government
Cover-Ups by Publishing an Expose Book
   * Seeking one more possible avenue to circumvent the block in the administrative branch of government, the block by members of Congress, and the block by federal judges, Stich published the first of several editions of Unfriendly Skies in 1978, and started appearing as guest and air safety expert on hundreds of radio and television shows.
   * In 1980, the second edition of Unfriendly Skies was published, listing the names of federal judges who covered up for the corruption, becoming complicit in subsequent crashes made possible by the cover-ups. This motivated the start of  parallel legal and judicial schemes to halt Stich's exposure activities.
   * After Stich left government service, he started investing in California real estate, starting with a $400 investment, and by 1987, he had $10 million in real estate, of which over $6 million was equity. He used these assets to fund the expensive exposure activities, which included the publication of the expose books and the cost of lying throughout the western part of the United States for television and radio appearances.
   * These radio and TV appearances caused a continuing series of other former government agents to contact Stich, who provided him with information and documentation on other areas of corruption in government offices.
   * As Stich learned of these criminal activities from government professionals who were in a position to know of them, he again exercised the mandatory requirement of the federal crime reporting statute to report the federal crimes to a federal judge. He filed the first action in the federal courts at Sacramento, California.
   * U.S. District Judge Milton Schwartz admitted the gravity of the charges at the first hearing. But this suddenly changed. A week later, without the required hearing, he ordered the dismissal of the action, thereby preventing Stich from reporting the criminal activities. Judge Schwrtz also issued an unlawful and unconstitutional order barring Stich from filing any papers in any federal court. 
   * As Stich learned of other areas of corruption involving CIA and FBI personnel, he again sought to report them. Again, a federal judge blocked the reporting of these crimes. U.S. Attorney David Levi (Sacramento, and now a federal judge) charged Stich with criminal contempt of  court for having exercise the mandatory requirement to report the criminal activities to a federal judge. Federal judges denied Stich a jury trial, and at 67 years of age, sentenced Stich to six months in federal prison. This sentence was carried out under harsh conditions, including two months of solitary confinement.
   * While in prison, federal judges (Robert Jones in Las Vegas and Edward Jellen in Oakland), illegally seized and ordered the liquidation of Stich's assets, violating the legal and constitutional requirements of a hearing, notice of hearing, and legally required cause. Judge Jellen compounded these violations by issuing an order barring Stich from filing any objections to the seizure and liquidation of his life assets. When Stich did file an objection, Jones ordered the objection unfiled and then charged Stich with criminal contempt of court for having exercised the legal and constitutional defense.
   * While federal judges were blocking Stich and his group of other former federal agents from reporting the criminal activities, lawyers and law firms—including those with covert ties to the CIA—started filing sham lawsuits against Stich, seeking to seize the assets that funded his exposure activities.
   Lawsuits Directly Related to the 9/11 Hijackings
   * Prior to 9/11, the last lawsuit that Stich filed that sought to report the criminal activities in the FAA, the FBI, and the CIA, was filed in the federal courts at Reno, Nevada. That lawsuit combined multiple federal causes of actions: (a) report the criminal activities to a federal judge under the federal crime reporting statute; (b) seek court order requiring federal officials to comply with the law and halt their unlawful conduct; (c) filed civil actions against lawyers and judges whose record-setting violations of state and federal laws, which were parallel schemes to halt the exposure activities, violated the Civil Rights Act; Bivens; RICO, and declaratory judgment statutes. 
   * Prior to filing the lawsuit in Reno, Stich sought to file it in the federal courts at Oakland, California, but this was blocked by federal judges. (MS Word) (Adobe PDF)
   * Every step of the way, U.S. District Judge Edward Reed blocked the reporting of the criminal activities, and protected the judges and lawyers that were implicated in the prior violations. Before the action was dismissed, the hijackings of four airliners occurred. Stich then filed a declaration with the court in that action showing the relationship between the corruption that Stich sought to report in the FAA, FBI, and CIA, the conduct of the defendants, and the 9/11 hijackings. At this stage, many federal judges were implicated, obviously being another reason to block the action. It was then dismissed in clear violation of federal criminal statutes and the due process requirements associated with the civil federal causes of actions. (MS Word declaration) (Adobe PDF declaration)
   Lawsuit in the Federal Courts at New York City
   * Stich then filed a federal lawsuit in the courts at New York City where most of the 9/11 litigation occurred. Again, federal district and appellate judges engaged in a cover-up, insuring that the deep-seated underlying corruption would continue, along with the consequences. (MS Word) (Adobe PDF)

Great harm was inflicted upon the United States by the criminal activities, made possible by the cover-ups and felony retaliation.

And for his "foolish" David versus Goliath efforts, former federal agent Rodney Stich also suffered great harm, which continues to this day and will follow him to his grave. 

There is much more involved, and these matters are described in greater detail at the defrauding America Internet site and in the various books written by former federal agent Rodney Stich with the input from dozens of former government agents, former drug smugglers, and former Mafia figures.

One of the latest consequences of the corruption, the cover-ups, and the retaliatory actions against the former federal agent were the four simultaneous airline hijackings on 9/11, the 3,000 deaths, and the numerous subsequent events, such as the invasion of Iraq on the lies that Saddam Hussein was responsible for the 9/11 attacks.


Just think, none of this would have happened if any one of the many people that became involved in the cover-ups had exercised legal and moral responsibilities instead of their corrupt involvement in the underlying criminal activities.

Or, if enough members of the public had responded when they were made aware of these matters.

To find out how these actions made possible the 9/11 hijackings—and this is not hyperbole—read other segments of this blog site, the Defrauding America site, and the books written by former government insiders.

For those who want a deeper understanding of the pattern of corruption in government offices, from 1950 to the present date, of which today's conduct in government offices and covert operations is simply an extension, check the Defrauding America Internet site.