"THE SECRET HISTORY OF AIRPLANE SABOTAGE", Part One
by Sherman H. Skolnick 08/6/01
In November, 1972, Richard M. Nixon was re-elected President. One month later, on behalf of the Nixon White House, America's secret political police, the American Gestapo, the FBI, and the American CIA, arranged to sabotage a commercial airplane headed for Chicago. On board were twelve Watergate figures, including Dorothy Hunt, wife of the Watergate burglar, E.Howard Hunt. They had reportedly blackmailed two million dollars out of Nixon threatening, among other things, to publicize documents they had showing Tricky Dick, along with top officials of the FBI and the CIA, had planned and carried out the political assassination of President John F. Kennedy.
We received a mysterious phone call. "You should look into the crash near Midway Airport. They murdered Mrs. Hunt and the others." From various circumstances we determined that the call came from an official in Midway Airport Tower, Chicago. We started our own investigation. In 1973, I wrote a book, "The Secret History of Airplane Sabotage". So far as I could find out, there never was an authoritative book on the subject up to that time. And even now, I know of no other such book. A sizeable book publisher undertook to publish my work. The book, however, was stopped in the print cycle and no copies became available. The book was suppressed by the Rockefellers, at the time the major owners of UAL, Inc., the parent firm of United Air Lines, with the United Air Lines crash near Midway Airport being a major section of the book.
I am posting starting as Part One excerpts from the book. In some instances, it has been updated and slightly revised to show details uncovered after 1973.
THE WATERGATE PLANE CRASH
1. THE PEOPLE. Upwards of twelve persons connected in one way or another with Watergate, boarded United Air Lines Flight 553 on the afternoon of December 8, 1972. They had something in common. That week there had been a gas pipeline lobbyists meeting as part of the American Bar Association meeting in Washngton, D.C. It was conducted by Roger Moreau. His secretary was Nancy Parker. Among those attending were Ralph Blodgett and James W. Krueger, both attorneys for the Northern Natural Gas Co., of Omaha, Nebraska. Associated with them were Lon Bayer, attorney for Kansas-Nebraska Natural Gas Co.; Wilbur Erickson, president, Federal Land Bank in Omaha. This was a belligerant group determined to blow the lid off the Watergate case. Reason Former U.S. Attorney General, John Mitchell, and his friends running the Justice Department were putting the spear into Northern Natural Gas. Some officials of that firm and its subsidiaries were indicted on federal criminal charges, September 7, 1972, in Omaha, Chicago, and Hammond, Indiana. Charge bribery of local officials in Northwest Indiana to let the gas pipeline go through. (Chicago Daily News, 9/8/72). To blackmail their way out of these charges, the Omaha firm had uncovered documents showing that Mitchell, while U.S. Attorney General in 1969, dropped anti-trust charges against a competitor of Northern Natural Gas---El Paso Gas Co. The dropping of the charges against El Paso was worth 300 million dollars. A spokesman for Mitchell belatedly claimed, in March, 1973, that Mitchell had "disqualified" himself in 1969, because Mitchell's law partner represented El Paso. The Justice Department under Mitchell, dropped the charges. Period. About the same time, Mitchell, through a law partner as nominee, got a stock interest in El Paso. Gas and oil interests, such as El Paso, Gulf Resources, and others contributed heavily to Nixon's spy fund, supervised by Mitchell.
[Earlier, I had spoken out about the apparent bribery of Mitchell as Attorney General by El Paso which caused him to proceed to prosecute on my charges, Chicago Federal Appeals Judge Otto Kerner, Jr., for bribery. The highest level sitting federal judge sent to jail for bribery in U.S.history.]
Pipeline official Krueger was carrying the Mitchell-El Paso documents on the plane. He had told his wife that he had in his possession irreplaceable papers of a sensitive nature. For months after the crash, his widow demanded, to no avail, that United Air Lines turn over to her his briefcase. It later came out in the pipeline trial in Hammond, that Blodgett had been browbeating federal officials, to drop the criminal charges just prior to the crash. (Chicago Tribune, 5/18/73.) [Our investigation uncovered that most of the local officials, to be government witnesses against the pipeline, were murdered just prior to trial. In all, some five Northwest Indiana officials.]
Dorothy Hunt, Watergate pay-off woman, who offered executive clemency directly on behalf of Nixon to some of the Watergate defendants, was seeking to leave the U.S. with over 2 million Dollars in cash and negotiables that she had gotten from CREEP, Committee to Re-Elect the President. [She was so concerned about these valuables, she purchased a separate first class seat next to her on the plane for this luggage.] She and her husband, E. Howard Hunt, the Watergate conspirator, were a "C.I.A. couple", two agents "married" and living together. Early in December, 1972,both were threatening to blow the lid off the White House if (a) he wasn't freed of the criminal charges; (b) Nixon didn't pay heavy to suppress the documents they had showing he was implicated in the planning and carrying out, by the FBI and the CIA, of the political murder of President Kennedy; and (c) Dorothy and Howard Hunt didn't both get several million dollars. Some of these details are in the Memo of Watergate double-agent, James McCord, a CIA official in charge of the Agency's physical security; details before the Senator Ervin Committee. (N.Y. Times, 5/9/73.) Hunt claimed, according to McCord, to have the data necessary to impeach Nixon. McCord said matters were coming to a head early in December, 1972. Mrs. Hunt was unhappy with her job of going all over the country to bribe defendants and witnesses in the bugging case. She wanted out.
Mrs.Hunt was on the way to arrange to take her money out of the country, possibly Costa Rica, to link up with international swindler Robert Vesco who was there at the time; through Harold C. Carlstead, whose wife was Mrs. Hunt's cousin. Carlstead reportedly did accounting and tax work for mobster-owned businesses in the Chicago-area. He operated two Holiday Inn motels in Chicago's south suburbs---at 174th and Torrence, Lansing, Illinois and at 171st and Halsted, Harvey, Illinois. Carlstead's motel on Torrence was reportedly a favorite hang out for gangsters and dope traffickers such as apparently "Cool" Freddie Smith, Grover Barnes, and the late Chicago mobster Sam DeStefano (who aided the American CIA in bloody tricks and was snuffed out to silence him), to name a few. Mrs. Hunt had (a) Ten Thousand Dollars in untraceable cash; (b) Forty Thousand Dollars in so-called "Barker" bills, traceable to Watergate spy Bernard Barker; and (c) upwards of Two Million Dollars in American Express money orders, travelers checks, and postal money orders. (As shown by testimony before the National Transportation Safety Board, re-opened Watergate plane crash hearings, June 13-14, 1973. Hearings re-opened as a result of my lawsuit claiming sabotage covered up by the N.T.S.B.) Carlstead issued a fake "cover" story that had (only) Ten Thousand Dollars with Mrs. Hunt. A story swallowed up by the Establishment Press.
Mrs. Hunt got on Flight 553 with Michele Clark, CBS Network newswoman, going to do an exclusive story on Watergate. Mrs. Hunt, Mitchell, Nixon---the story could have destroyed Nixon at the time. Ms Clark had lots of insight into the bugging and cover-up through her boyfriend, a CIA operative. In the summer of 1972, prior to any major revelations of Watergate, Ms Clark tried to pick the brains of Chicago Congressman George Collins, regarding the bugging of the Democratic headquarters. Ms Clark was sitting with Cong. Collins on the plane. (Testimony 6/14/73, of Cong. Collins' public relations director.)
After the crash, Michele Clark's employer, CBS Network News, ordered and demanded that the body be cremated by the southside Chicago mortician handling the matter---possibly to cover up foul play. Later, the mortician was murdered in his business establishment, an unsolved crime. (We interviewed close confidants of her family who informed us of the details how CBS applied tremendous pressure and offered large sums for silence on the crash details and having her body cremated contrary to her family's wishes.)
Also on the plane were four or more people who knew about a labor union that had given a large "donation" to CREEP to head-off an criminal indictment of a Chicago labor union hoodlum(at the time of the book, 1973, actively investigated by us).
For many years, like clockwork, one Chicagoan went to Washington, D.C. on Monday and came back Friday afternoon on Flight 553 or its equivalent Lawrence T. O'Connor, Apt. 5-C, 999 North Lake Shore Drive, Chicago, Illinois. On Friday, December 8, 1972, he received a call from someone he knows in the White House, telling him not to take Flight 553 but to go instead to a special meeting.
My long-time friend, political activist Dick Gregory, informed me that there had been strenuous efforts to steer him that same afternoon onto United Air Lines Flight 553. Luckily, he had changed his mind.
Also getting on Flight 553 was a reputed "hit-man", pursuing Mrs. Hunt and others, and going under the "cover" of being a top Narcotics official with DALE (Drug Abuse Law Enforcement). He used the name Harold R. Metcalf. He is an unusual "narc"; he worked directly for Nixon. Metcalf told the pilot he was packing a gun, and so Metcalf was assigned seat B-17, near the stewardesses' jump seat and also near the food galley and the rear door of the plane. After the crash, he walked out of the cracked open fuselage of the pancaked plane wearing a jumpsuit. A former Military Intelligence investigator, who used his credentials to get into the crash site, identified the person posing as "Harold Metcalf" as an overseas CIA parachute spy. (Investigator's testimony at re-opened N.T.S.B. hearings, 6/14/73). Also see Metcalf's statement about being a "narc" and his gun on the plane. (N.T.S.B. Docket SA-435, Exhibit 6- B, p. 17, surviving passenger statements). Metcalf evidently supervised certain foul play, possibly cyanide, directed at certain passengers, but he didn't know of the over all sabotage plan. One of our staff investigators confronted Metcalf about a week after the crash.
(a) Metcalf, supposedly a government narcotics bigshot, knows nothings about dope. (b) in response to our question, "Did you know the plane was sabotaged?", he blurted out half a sentence, "It was not supposed to....", turning purple, he then left the room. Evidently, he was a double cut-out, an espionage term for an operative to be himself eliminated by someone else. His survival was an oversight. (N.T.S.B. testimony, 6/13-14/73).
More details from the suppressed book in further parts of this story.
Stay tuned.
2.
"THE SECRET HISTORY OF AIRPLANE SABOTAGE", Part Two
by Sherman H. Skolnick 08/9/01
We called it the Watergate Plane Crash. As our private investigation continued, the National Transportation Safety Board, N.T.S.B., set public hearings for February, 1973. Conducted in a large meeting hall in one of the very large motels near O'Hare Airport, Chicago. They started with the witness list. After some of the witnesses testified, we were able to interview some of them in the hallway.
One witness was a former four-motor military bomber pilot with loads of aircraft and air-tower experience. Retired from the military, he worked for a firm that supplied materials for the paving of parking lots. By a strange coincidence (or on purpose?) someone at his firm told him to measure the parking lot starting at 2 p.m., Friday afternoon, December 8, 1972, which turned out to be right under the in-coming flight path of United Air Lines Flight 553. He observed some things which fit in with our probe that it was sabotage.
With his help and that of others including witnesses, we compiled a list of details showing that the NTSB panel were carefully evading from going into. I went home and began quickly putting together a lawsuit against the Safety Board for covering up airplane sabotage. We filed the lawsuit in Cook County Circuit Court and arranged with the County Sheriff to have one of his deputies accompany us as we together went to the NTSB hearings in session. I had prepared over a hundred copies of the lawsuit, all suitably stamped with the Clerk's Office markings just like the original filed copy. The deputy sheriff had a copy of the lawsuit together with a summons commanding the NTSB officials to appear in court.
As we arrived, the Safety Board panel was already proceeding with testimony. "How do you want me to do this" the deputy sheriff whispered to me. I instructed him, "Go right up to the stage on which the Safety Board panel of five is sitting. Do not wait for a recess. Serve the papers, as provided by law, on the woman in the middle, the Chairperson." That is what he did. As he approached her with the court papers, she asked him "What is this?" He politely answered, "It is for you, ma'm." The minute the Safety panel boss looked at the court papers, she was alarmed. She abruptly recessed the hearing. Most of those in the large meeting room spilled out into the hallway.There we handed out copies of the lawsuit to whosoever seemed interested. The Safety Board's general counsel came up to me, "I have to have a private talk with you away from this crowd, Mr. Skolnick."
We went down the hall to be alone. "How much do you want?" he barked at me. "If it is within reason, we'll take care of it today. It'll be cheaper than litigating this. You have to sign an agreement not to further divulge any of this."
I must have had an angry look on my face when I responded. "Hey, where did you get the idea that my charges of sabotage are a shake-down?" And I began hollaring, "Listen you mouthpiece, your job is to show up in court to answer our charges. I AM NOT FOR SALE. Go back to the panel and tell them. SKOLNICK IS NOT FOR SALE! You're not going to buy me like some crooked judge."
Thereafter another lawyer sat down and talked to me in the motel restaurant. "Mr. Skolnick, I represent the families of those who died in that crash. We have pending claims against United Air Lines. Your assertions of air sabotage tend to let United Air Lines off the hook. Please for the sake of these families, drop your lawsuit. You are undermining our multi-million dollar claims and that is not fair."
I responded, "Are you saying I should also be part of this cover up? Our motto is, 'Let the truth be told, though the Heavens crumble'. Do you realize that United Air Lines is part of covering up the sabotage of one of their own planes? One of Nixon's closest pals is the head of United Air Lines. The cover up included Mrs. E. Howard Hunt's documents showing Nixon was part of an FBI/CIA plot to assassinate President John F. Kennedy. You want me to shut up about all that? No way. I am sorry."
The lawyer took a narrow view as if he did not understand any of that. As if he were suddenly stupid. "I do not want to know anything about all that. I simply want to push our claims against United Air Lines. Can we somehow make it up to you?" He said. Miffed, I replied, "Hey, hey, don't start offering me a piece of your deal in return for my silence."
In Chicago my discussions about air sabotage and the Watergate Plane Crash caused some student groups to invite me to speak at their college or university. As a result, persons showed up at such meetings who later spoke to me privately.
"Here. Look at my credentials. I drive an ambulance for one of the hospitals. On the afternoon of the crash, I was sent to the crash zone. Hey, but get this. They did not allow me to approach the burning airplane. I was on a mission of mercy and these strange types stopped me. There were about 150 to 200 of them. They refused to show me their credentials." That is what one eyewitness told me. He continued, "Friends of mine in the fire and police departments told me also they were not allowed to approach the airplane. These apparent federal types were there on location ahead of both the fire and police."
After the crash, we made public statements that 200 FBI and Defense Intelligence Agency, DIA, operatives, refusing to show their credentials, had taken over the crash zone, coincident with the crash or even shortly BEFORE. We were called "liar". Then, on June 13, 1973, Chairman John Reed, of the National Transportation Safety Board, told the House Government Activities Subcommittee, that he sent a letter to the FBI, that (a) never in living memory had the FBI acted as in the Flight 553 crash. Reed said 50 FBI agents came into the crash zone shortly after the crash; (b) one FBI agent proceeded into Midway Control Tower and took over the tape relating to Flight 553, without asking permission; (c) before the N.T.S.B. investigation could do so, the FBI conducted 26 interviews, including of surviving flight attendants. The FBI interviews were completed within 20 hours of the crash.
For 6 months, they claimed we were "liars" when we said 200 FBI and DIA agents were in the crash site concident with the crash. Thereafter, the FBI admitted that 50 were there.
How is that possible? The Chicago Fire and Police Department people responded in a couple of minutes. The FBI and DIA headquarters is downtown Chicago. Even if they immediately after the crash took a helicopter, they could not have arrived, as they somehow did, AHEAD OF THE FIRE AND POLICE. We took up this angle with a member of Congress who quizzed the FBI about this. Back came a letter that the FBI had apparently been surveilling the plane and had jurisdiction because of what they termed federal statutes relating to "Air Piracy". This was in a letter signed by the Acting Director of FBI [this was about a year after Director J. Edgar Hoover had been poison murdered in his home, May, 1972, just as the Watergate matter was about to occur].
FBI having jurisdiction because of AIR PIRACY? Did someone on the plane, radio the FBI that someone else on that plane was either trying to steal Mrs. Hunt's two million dollars of "hush money", in negotiables, she and her husband got from the Nixon White House. Was someone trying to steal her baggage enroute to Chicago; containing documents proving Nixon was part of a FBI/CIA plot to assassinate President Kennedy? Mrs. Hunt, worried about her valuables, bought a separate first class seat right near her on which she piled her luggage. So AIR PIRACY was one way the FBI had of trying to explain away why upwards of 150 of their agents were already waiting in or near Midway Airport that afternoon, for the in-coming flight with the Watergate 12.
>From various sources we found out that the FBI and the DIA were under Nixon White House "national security" orders to arrest Mrs. Hunt and others on the plane for being part of a plot to blackmail Nixon. That is how and why the FBI/DIA was already there ahead of the local authorities.
A Chicago Fire Department official we interviewed told us, "Nobody explained to us how and why the FBI was able to keep us out of the crash site. The plane had pancaked on top of one or more residences and was smoldering."
In an interview, a supervisory offical of the Chicago Police Department informed us, "I was told to assemble my men in Marquette Park which is several blocks away from where the plane crashed. We were forbidden by our brass from approaching the crash site. The higher ups said it was upon orders of the FBI and the DIA and the White House. Someone mumbled something to me about 'national security' ".
Saturday, the day after the crash, parts of the airplane fuselage were quickly buried in a city dump. An official of the city department told us, "The orders came from the top. Someone of authority did not want parts of flight 553 to be examined at all. We came with heavy equipment, a special select crew, pledged to silence, and buried deep parts of the plane in a city dump. I am in trouble if you ever use my name."
A few months after the crash, at a United Air Lines company meeting, one of their stewardesses got up and began loudly complaining the company bosses were covering up sabotage in the Flight 553 crash near Midway Airport. She was quickly hooted down. Security people shoved her out of the meeting. Later, she was fired.
So the air sabotage cover up pieces were one by one falling to place. On Decemnber 9, 1972, one day after the crash, Nixon White House aide Egil (Bud) Krogh, Jr., also involved in the Ellsberg burglary caper, was appointed Undersecretary of Transportation, supervising the National Transportation Safety Board and The Federal Aviation Administration, F.A.A., the two agencies supposedly going to "investigate" the crash of Flight 553.
On December 19, 1972, White House deputy assistant to Nixon, and secretary to the Cabinet, Alexander P. Butterfield, was appointed as the new head of the FAA. Butterfield, an air officer for 20 years, was also CIA aviation liason. (See, for example, Jack Anderson's column, Chicago Daily News, 5/8/73.) During the Senate Watergate Committee hearings, summer of 1973, Butterfield as a witness suddenly blurted out that Nixon had everything occurring in or near the Oval Office taped. These tapes, which Nixon originally refused to disclose, became the subject of a U.S. Supreme Court decision against Nixon, as well as part of the Nixon impeachment matters resulting in ihis resignation, August, 1974.
Dwight L. Chapin, Nixon's appointment secretary, became, five weeks after the crash, a top executive of United Air Lines. Chapin reportedly had no prior business experience. At the original NTSB crash hearings in February, 1973, he reportedly threatened media people with reprisals if they mentioned sabotage; reprisals such as using Clay Whitehead, Nixon's communications czar, to seek the break-up of the networks on anti-trust charges. Remember- in the 1970s, the Rockefelles were the largest stockholder of UAL, Inc., parent of United Air Lines. Further, in the 1970s, the Rockfellers owned all three major news networks, CBS, NBC, and ABC. To an extent even now, the Rockefelles still have a heavy presence in the ownership of the major networks.
Even before the crash, Herbert W. Kalmbach, Nixon's personal attorney, was the lawyer for United Air Lines and Marriot Corp., which at the time had an airplane in-flight food catering service.
So, if I was right about Flight 553 and United Air Lines, at the time, largest air carrier in the U.S., they could have lost their certificate to fly. The Rockefellers orchestrated the media against our investigation. This was long before the era of internet, long bbefore TV on the web through video streaming, long before more open-minded radio talk shows, and many years before public access Cable TV used by some like us to get around the press whores. [Our one hour weekly public access Cable TV Show, "Broadsides", cablecast within Chicago, reaches some 400,000 viewers each week, on a public access Cable TV system that is the largest in the U.S. Portions of our show, on video streaming, are on our website.] The latest technology and changes like that, for the moment, help the underdogs tell the awful truth. Such as about a forbidden subject, "The Secret History of Airplane Sabotage".
More parts of this coming. Stay tuned.
3.
"THE SECRET HISTORY OF AIRPLANE SABOTAGE", Part Three
by Sherman H. Skolnick 08/15/01
The original hearings of the National Transportation Safety Board, N.T.S.B., into the crash of United Airlines Flight 553, near Midway Airpport, were in February, 1973. From that point to May of that year, I as the spokesperson of our investigation and research group, was numerous times on late-night radio talk shows, by phone hook-up. Several sizeable stations throughout the nation had me on the air. To use me as their punching bag, some moderators purposely put me on the air, so they could holler me down that I had no proof of airplane sabotage. It was a way of limiting what I could say between commercials, thus using up the time. It prevented me from going into too many details. I mentioned, or vainly tried to mention, the substance of our numerous interviews with witnesses, without divulging their names, to avoid risking our eyewitnesses.
Since I am an independent and not one of the media "favorites", they persistently heckled me, "Where are your documents?" In that period, I never publicly divulged that we had already "liberated" and had in our possession, a copy of the entire original file of the N.T.S.B. on Flight 553. It consisted of some 1300 pages of documents and reports and pictures. [Months later, the N.T.S.B. to try to down me, released a censored, sanitized version of their original file. We were in a position to show they were using fraud to cover up airplane sabotage, a forbidden subject. BUT, at that point, the monopoly press did not permit me to be further heard on radio talk-shows and such.]
In that period up to May, 1973, the American CIA, through their front, Katharine Graham, supposed head of the Washington Post, dispatched to Chicago the Post's super-duper expert on CIA matters, Ronald Kessler. We picked him up at O'Hare Airport and went with him to a reassonably nearby restaurant. After an interview of only a few minutes, Kessler said he wanted to be driven back to the airport. He said he wanted to be back in the District of Columbia. I asked him why he had come such a distance and yet only talked to me for a couple of minutes. He did not explain.
Kessler wrote a two-part series about me that ran on the front page of the Washington Post. It condemned me for having no details of the sabotage. Savvy folks, however, from all over North America, called me, stating, "Sherman, you must really have something for the Post to have you on the front page twice, heckling you for your investigations of the Watergate plane crash."
[For more about the Washington Post and Ronald Kessler, visit our website story, "The Late Grand Dragon of The Washington Post".]
In the 1970s, the major owner of UAL, Inc., parent of United Air Lines, were the Rockefellers and they also owned all three news networks (and to this day, still have a large ownership), of CBS, NBC, and ABC. The bosses of United Air Lines were getting increasingly disturbed by my public statements. So, in May, 1973, the general counsel of the air lines, sent a letter of demand to the N.T.S.B., contending that Sherman H. Skolnick had no proof whatever of sabotage. United Air Lines demanded that N.T.S.B. subpoena me to take my deposition. This would prove, they contended, that I was making unfounded statements. [The various wire services ran the letter of demand of United Air Lines.] After being served with the subpoena, I arranged with the Safety Board, and they agreed, that I was going to represent myself and supply and direct the testimony of others.
The Safety Board panel figured that the way to handle this was through the subpoena. They arranged for re-opened public hearings at the same large motel meeting room in Chicago, as in February, 1973. They set two full days for my deposition, 9 a.m. to 6 p.m., with very short recesses for lunch, for June 13 and 14,1973.
On the scheduled time and day, I rolled in with my wheelchair, with a large suitcase. Accompanying me were eight of my eyewitnesses. As the hearings began before the five-person N.T.S.B. panel, I informed them I have two preliminary matters to bring to their attention. First, I demanded that three of the Safety Board panel disqualify themselves because they and/or their immediate family are substantial stockholders in various air lines that have a joint interest that air sabotage remain a secret, forbidden subject. That they have an interest to hem me in to prevent the truth from coming out.
Without referring to federal statutes, administrative proceedures, or reasons, to support her ruling, the Chairperson proclaimed, "Mr. Skolnick, your motion to disqualify, is denied." Then, with the assistance of my associates, I opened up the large suitcase and spread out on a good-sized table in front of myself and the Safety Board panel, the entire N.T.S.B. file we had "liberated".
I stated to the panel, "Secondly, I am telling you straight in front, that I have the possession of a copy of your entire original file on Flight 553. I admit responsibility of purloining your records. I challenge you to now arrest me for so doing. Arrest me right here, in front of this audience of mostly reporters from all over the world." The audience was estimated at 250 persons.
The woman chairperson, with as much shock on her face as when we had a deputy sheriff serve her a copy of my lawsuit against her in the midst of a Safety Board hearing in February, said only one word in a low voice, "Proceed".
The CBS Network as well as their local TV station, WBBM-TV, Channel 2 Chicago, was by close circuit videoing and observing the entire proceedings. It was primarily to immediately inform the Rockefellers and other bigshots, of what is being presented. The network did NOT use any of the video on the air. Their local TV station used only a meaningless, sanitized few seconds of the proceedings, revealing almost nothing.
I started out by stating, "I will show from your own records that all the air tower and airport instruments for guiding in Flight 553, which I call the Watergate plane, were turned off just as that plane approached. They were all turned back on, the moment after the plane was steered falsely into the ground short of the designated runway at Midway Airport. Contrary to established rules and procedures, Midway tower steered a small private plane to go right in front of Flight 553 as Flight 553 was on the path of in-coming, thus obstructing the commercial plane. The flight recorder in the tail of the plane was arranged to stop at a key point, censoring all that happened to Flight 553 as it was on the flight-path for landing. The electric buss bar of the plane was arranged to short out, burning out key instruments, and the plane was coming in dark, as shown by your own pictures, records, and reports and by a witness. The altimeter was sabotaged, so the pilot and co-pilot were at a lower altitude than they should have been, causing the plane to pancake on top of some residences, killing some onnoard and some on the ground. Persons in Midway Control Tower as well as those in charge of the hand-off signals from O'Hare, caused false and erroneous signals to be relayed to Flight 553."
[During the hearings, I mentioned that the small private red plane, according to our investigations, which was falsely steered in front of Flight 553, had onboard known mafioso from Indiana and had let loose right in front of 553 a blizzard of thin metal chaff to screw up 553.]
With a series of enlarged charts, documents from the original N.T.S.B. file, and supporting eyewitness testimony, I step by step began to present the proof of air sabotage. [The specific technical details will be in a later part of this series.]
During a short lunch break, the national correspondent of the Hearst Publication chain stopped me in the hallway. "Mr. Skolnick, you don't have anything", he contemptuously proclaimed. Puzzled, I answered, "What? Were you watching everything I was presenting or were you asleep?"
Starting to shout at me, he blurted out, "Nowhere have you demonstrated that there was a bomb aboard that plane. No bomb. No proof. Period."
Trying to contain my own anger, I said "Where did you get the idea that the only way to sabotage a plane is to plant a bomb onboard?" He quickly retorted, "No bomb. No proof. No sabotage." I rapidly responded, "And that is what YOU are going to report for YOUR chain of publications?" He dismissed me, "That's right. You have mislead the public."
Toward the end of the day, during a short recess, the Chicago Tribune Transportation Editor, Tom Buck, arranged to photograph me sitting at the table with all the N.T.S.B.'s documents, reports, and pictures there spread out. Guess what? The Tribune later ran his story stating that Chicago legal researcher Sherman Skolnick (which is what they called me in those years) has shown no proof whatever to support his allegations that a United Air Lines plane crashed last December near Midway Airport because of sabotage. With the story, they ran a picture showing me only head and shoulders. The part of me sitting at the table with all the documents, reports, and pictures of the N.T.S.B. was cropped out. [The Rockefeller Family, at the times owners of United Air Lines, were also major owners of Tribune Company, parent firm of the Chicago Tribune.]
After a long day, later in the hearings, to sort of relieve the tension in the air, I told what I thought would be a little joke. I referred to United's general counsel, Mr. Streit, as Mr. Alley, as if I had made a Freudian slip. I quickly said I am sorry. Then I said, "I am here to categorically ADMIT that I have no proof whatever that Richard Nixon and the head of United Air Lines were on the plane with guns and shot dead Mrs. E. Howard Hunt, the Watergate bag-lady." Guess what? Donald Schwartz, covering the hearings for the Chicago Sun-Times, under his byline later ran a story with a big headline, "SKOLNICK ADMITS HE HAS NO PROOF WHATEVER". The story went on to state that Sherman Skolnick at a Safety Board hearing into the crash last December of a United Air Lines plane near Midway Airport, said he categorically admits he has no proof whatever of sabotage.
[At that time, the Chicago Sun-Times was owned by Field Enterprises, owned by a combination of the Marshall Field Family and the Rockefellers.]
After the publication of that fraudulent story, when I next saw Donald Schwartz, I did not restrain myself. "Look, I am going to take my metal crutch and twist it around your neck, you lying crook." He just smiled and walked away.
On the other hand, the wireservice, Associated Press, to their credit, in a Chicago date-lined story stated that Chicago legal researcher Sherman Skolnick in a heavily-documented presentation of sabatoge has appeared before a re-opened hearing of the National Transportation Safety Board inquiring into the crash last December of a United Air Lines plane near Midway Airport, Chicago. This story ran on AP's "A" wire, their national and international wire. Guess what? Only ONE newspaper in the United States ran this story. A newspaper in Seattle, Washington. All the other press outlets, print, radio, and television ignored the AP's straight forward, factually correct story. All the rest of the monopoly press went with a combination of the false stories of the Tribune and the Sun-Times and the Hearst Publications.
Several news outlets overseas, however, did use the Associated Press story. Following up on that was Swedish National Television, their major network. They sent a film crew to Chicago and arranged to meet me in the crash site, right where several residences were destroyed by the pancaking Flight 553 coming down. They interviewed me again at a later date. It was made into a 90-minute documentary with me talking in English, and below my picture, Swedish subtitles. I became a volunteer, unpaid consultant to the project which was quite a sensation in parts of Europe.
In later years, a highly-skilled journalist, Tom Valentine, started and ran a magazine exposing the real stuff, called REEL-NEWS. It was successfully distributed, some 150 thousand copies each issue, at places like airports. Then they printed an issue with the usual press-run, about the story of the sabotage of Flight 553 with references to the specific technical details. By a strange combination of events, the magazine was blocked in the printer's warehouse and was not distributed. It became the death warrant of the magazine which then went under.
[Please note, a very skilled writer with a long background in aviation, Rodney Stich, has written and privately published a book, "The Unfriendly Skies" which details the incompetence and blundering of the airlines. He also has books of his documented work in exposing high level fraud in the government.]
The next part of this series will deal with the specific details of sabotage. Stay tuned.
4.
"THE SECRET HISTORY OF AIRPLANE SABOTAGE", Part Four
by Sherman H. Skolnick 08/17/01
Several situations motivated the National Transportation Safety Board, N.T.S.B., to re-open their hearings into the crash of United Air Lines Flight 553. And to set two full days, June 13 and 14, 1973, for what we publicly called the crash of the Watergate Plane. My pending lawsuit in the local state court against the N.T.S.B., claiming air sabotage cover up, was arbitrarily removed to the federal court in Chicago.
The Rockefeller-owned United Air Lines knew that the Banker-Judges in Chicago U.S. District Court would not allow my lawsuit to be heard on the facts. A judicial cover-up. It was a reality understood by the Safety Board panel, made up primarily of those directly or through their immediate families, major owners of airline shares. And the unwritten policy of the airlines, and their substantial owners, is to block all public discussion of airplane sabotage, a secret and forbidden subject.
Another factor was the way I was informing the public, as best I could, through late-night radio talk shows and college and university speeches on the Watergate plane crash. And further, United Air Lines and the Safety Board had no prior knowledge that we had "liberated" the entire Safety Board original file of Flight 553.
I proceeded with my own testimony as to our investigation, with the Safety Board documents and pictures, together with our interviews including the presence at the re-opened hearings of eight eyewitnesses.
As stated earlier, #1 was THE PEOPLE. #2, THE AIRPLANE. To do a proper job in sabotaging a plane, an art and science in itself, is to know its weaknesses. This particular Boeing 737, N9031U, had chronic trouble in the month preceding the crash, with its Captain's altimeter and its air data computer---two of the most important instruments on the plane. [N.T.S.B. Docket SA-435, Exhibits 11A, 11B, 11C, maintenance data.] The Captain's altimeter {how far he is above ground level] MUST operate at 28 volts D.C. [Exhibit 9C, page 7.] An increase in amperage or voltage in the electrical system would cause the instruments to malfunction.
The plane was delayed in departure by about 10 to 15 minutes. [Later investigations and sources convinced us the tubes in the front of the plane, leading to the air speed indicator, were drilled out, to give false readings.] This was enough time for a skilled person to strip down the bus bar at a certain point and install a device [as was done] that shorts out UPON DESCENT of the plane [a sort of barometric controlled sabotage device]. In the last 15 minutes of Flight 553, circuit breakers began popping in the cockpit, causing the Flight Recorder, in the tail, the air data computer, and other instruments to short out and malfunction. The N.T.S.B. Transcripts of the sole surviving record, the tape of the Cockpit Voice Recorder, shows this from the Intra-Cockpit, inside the cockpit, discussion. [Exhibit 12A.]
The pilot had a prophetic name, Captain Whitehouse. By the way, he was one of the most skilled pilots at United, with a prior background in aviation air shows and precision flying.
Captain- "Sounds to me a circuit breaker, perhaps." 2nd Officer- "Huh?" [Unidentified voice, apparently unlawfully deleted by the FBI/DIA.] Capt.-"Yeah, I just meant, I thought you'd better check EVERYTHING, ah." (Emphasis added.) [N.T.S.B., Exhibit 12A, page 7 of Transcript.] The Cockpit Voice Recorder was found and removed by the FBI, first on the scene in the crash zone. Remember what the Chairman of the Safety Board told a Congressional Committee in Washington on the same day as the re-opening of the Safety Board hearings in Chicago---about the strange doings of the FBI in the crash zone. [See Part Two of this series.]
Flight 553 needed its instruments. Visibility was 1 to 2 miles. Ceiling varied from 400 to 600 feet. [Exhibit 5-K.] With some low clouds as low as 100 feet. As for the National Weather Service, their RUNWAY VISUAL RANGE RECORDER WAS TURNED OFF AND NOT WORKING. [Exhibit 5-K.]
A major radio navigational instrument is the airport outer marker, also called by the street name its on. The outer marker at Midway Airport is in the vicinity of 87th & Kedzie, and is called by some, the Kedzie localizer. THE MIDWAY AIRPORT OUTER MARKER STOPPED WORKING JUST AS FLIGHT 553 APPROACHED IT AND WENT BACK ON JUST AFTER FLIGHT 553 CRASHED.
Captain-"Is Kedzie localizer off, off the air, is that it?" 2nd Officer-"I beg your pardon." Captain-"Is Kedzie localizer off the air, there's an inbound on---ah---there's an inbound on 31---what's that? (referring to JET RUNWAY 31 LEFT, and a small propeller plane reportedly falsely steered right in front of 553 as it was preparing to land. The small plane was coming in right ahead of them on the same runway. Propeller planes are supposed to land on RUNWAY 31 RIGHT.) [N.T.S.B. Exhibit 12A, page 3.]
Captain's altimeter would NOT work below 3400 feet. [Exhibit 9C, page 8.] A retired aviation expert, with experience as a 4-motor bomber pilot and loads of control tower experience, as earlier stated, mysteriously was directed by his firm to be outside measuring a parking lot just at the same time Flight 553 was in-coming. That was William J. Simonini. At the re-opened hearings, he testified that he saw Flight 553 at about 450 feet near 73rd and Kedzie, TO THE FAR RIGHT OF THE OUTER MARKER. At the original Safety Board hearings in February, 1973, the Safety Board tried to conceal this data by improper questions of THEIR witness, Simonini. He later became OUR witness. [N.T.S.B. re-opened hearings, Simonini testimony, 6/13/73.] At the outer marker, Flight 553 was supposed to be at about 889 feet above the ground. [Exhibit 2J, Chart 11-2.]
SOME OF THE INTENTIONAL BLUNDERS ON THE GROUND. (a) In the last 15 minutes of Flight 553, its speed was erratic. [Exhibit 3-F.][Remember, we later found out about the sabotage of the tubes to the air speed indicator on Flight 553.] It was being watched by some of the most highly sophisticated radar equipment and computer in the world, at that time, ARTS III. Yet, although they claim they told him to slow down, after 21 sweeps of the radar he was still going 210 knots per hour. It was being watched by Chicago Approach Control, O'Hare Airport. (15 radar sweeps per minute.) (b) The approach controller later admitted he had forgotten to give 553 approach clearance. [Exhibit 3A, page 9.] The Flight 553 crew were led to believe they were in a holding pattern. [Exhibit 12A, page 9.]
(c) The Midway Tower steered a small propeller plane, Aero Commander N309VS, right in front of 553 as 553 was coming in for a landing. [Through later investigations, we uncovered a mystery. The pilot of that small propeller plane was a skilled pilot of a 4-motor plane. It was the same as finding out the Captain of the huge ship the "Queen Mary" was somehow now in charge of a two-man rowboat.] This doing by the Tower caused 553 to drastically close the gap between them and the small plane. That small plane, to screw up 553, dropped a blizzard of thin metal chaff right in front of 553.]
(d) They stopped watching 553 from O'Hare TOO SOON (called a premature hand-off). At the time, Midway did not have precision radar. [Exhibit 3C, page 13.] This violated O'Hare-Midway Letter of Agreement. [Exhibit 3G, page 3, paragraph 4.]
(e) They did not tell 553 that their plane was too far right of the Midway outer marker, a dangerous situation.
(f) In violation of regulations, they were working two planes for the SAME runway at the same time, Flight 553 and the Aero Commander.
(g) Although there was only about a 6 mile an hour wind, they told 553 to go to JET RUNWAY 31 LEFT, HAVING NO GLIDESLOPE, an important navigational aid giving altitude and azimuth. [Intra-Cockpit Voice discussion, Exhibit 12A, page 13.] Runway 13R, the other end, has glideslope.
(h) Within a few seconds, Midway told a different thing to O'Hare than it did to Flight 553. [Exhibit 12A, page 13,compared to Transcriptions of Chicago Approach Control, Exhibit 3C, page 14.]
OTHER INTENTIONAL BLUNDERS AND SABOTAGE. The Air Traffic Controllers paid no attention to the fact that 553 had too much velocity and was on too fast of a descent, and was far off-course. With circuit breakers clicking [from the barometrically-triggered sabotage devices], and instruments malfunctioning, the cockpit crew of 553 tried to switch to standby power. [As shown by comparing Intra-Cockpit discussion, Exhibit 12A, pages 10-11, with B-737 Flight Manual language, Exhibit 2F, page 4E.] ELEVEN WITNESSES ON THE GROUND SAID FLIGHT 553 HAD NO LIGHTS. [Exhibit 4B, statements of witnesses.] Also, eyewitness testimony of Simonini.
In the first five minutes and last five minutes of flight, the pilot is supposed to be flying the plane. BUT, in the last few minutes before the crash, the co-pilot (1st Officer) and the 2nd Officer were flying. This supports our contention that the pilot was dead or disabled, such as from cyanide poisoning. [See later discussion as to high-level of CYANIDE, such as in bodies of some of the Watergate 12. We also interviewed the former head of a laboratory that made devices for the CIA, to go off in the cockpit of planes, and causing cyanide to disable those in the cockpit. He said that although he thought he was supplying these devices to be used against Eastern Bloc "Enemy" civilian airplanes, he heard that some of his devices were used domestically, in the U.S.] Also, to be compared as to pilot at beginning and end of flight, there is a comparison between the Intra-Cockpit Discussion [Exhibit 12A, pages 13-15] with the Flight Manual challenge-respond language [Exhibit 2F, page 41.]
Eyewitness William J. Simonini, a retired aviation expert, said how the FBI was tormenting him ever since they found out he saw the Watergate plane shortly before it crashed. He said the FBI was tormenting him in various ways, day and night. AND, that they arranged to frame-up and jail two of his sons to cause him further anguish.
As a result of the Watergate Affair, Nixon White House aide Chuck Colson was sent to prison. After getting out, he said he is a new person and devoted to promoting good deeds. He spoke at a meeting in Chicago. Afterwards, I interviewed him.
Skolnick-"What happened to Mrs. E. Howard Hunt, wife of the Watergate burglar?"
Colson-"She was murdered by the FBI and the CIA."
Skolnick-"Can you tell us more? Having been in the Nixon White House you seem to know a lot."
Colson "I have already said too much."
Did some of the Watergate 12 actually survive the pancaked plane but were murdered on the ground? And what happened to Mrs. Hunt's luggage for which she bought another first class seat ticket? The crash of Flight 553 and what happened on the ground were clearly overkill directed against the Watergate figures among the onboard passengers.
Correction Earlier in this series,on some websites, through a typo, Channel 2 TV was incorrectly identified. It is WBBM-TV, Chicago.
More coming. Stay tuned.
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Since 1958, Mr.Skolnick has been a court reformer. Since 1963, founder/chairman, Citizen's Committee to Clean Up the Courts, disclosing certain instances of judicial and other bribery and political murders. Since 1991 a regular panelist, and since 1995, moderator/producer, of one-hour,weekly public access Cable TV Show, "Broadsides", Cablecast on Channel 21, 9 p.m. each Monday in Chicago.
http://www.skolnicksreport.com/shistory.html
http://www.skolnicksreport.com/shistory2.html
http://www.skolnicksreport.com/shistory3.html
http://www.skolnicksreport.com/shistory4.html
related:
Unfriendly Skies book:
What You Can Learn From The Books and
Related Documentation
For Instance:
The culture of malfeasance, nonfeasance, corruption within the Federal Aviation Administration that insured the success of the September 11, 2001, hijackers, and actually encouraged them to undertake the scheme, made possible may prior fatal hijackings, and many prior air disasters--including the prior United Airlines crash into New York City that was the world's worst at that time. (When combined with confidential information found in the third edition of Defrauding America, and Drugging America, an even more shocking pattern is revealed that shows that all is not what it seems as it related to the September 11 tragedies.)
Why the obvious actions for preventing the September 11, 2001, tragedies were not taken by the various government personnel holding responsibilities for taking such actions.
Why the cover-ups now taking place relating to the September 11 tragedies will insure--as in the past--that tragedies resulting from the misconduct in government offices will continue.
The primary causes, misconduct, and politics of air safety, associated with some of the worst airline crashes, as discovered by federal air safety inspectors, that are withheld from the public by people in control of key government agencies.
Specific air safety problems, and associated deaths, from the politics of air safety, that needlessly threatens everyone who flies.
Discover how FAA inspectors who seek to improve air safety, are threatened and harassed by rogue management personnel at certain airlines and within the FAA.
Chronology of behind the scene misconduct involving certain airline crashes.
Details of documented corruption at the world's largest airline that led to repeated crashes and repeated deaths during a 20-year period, helping to show why recent near-disasters continue to occur.
How the politically appointed NTSB Board knew about these corrupt activities and engaged in a pattern of cover-ups, making possible the continuation of fraud-related air tragedies, that required compounding the prior cover-ups. Helps to understand the NTSB cover-up in the downing of TWA Flight 800.
The role played by the common "revolving door" practice within the FAA led to years of preventable crashes and deaths, which continues today in virtually every government agency.
Details of how members of Congress and Justice Department lawyers covered up for this corruption, making possible the continuation of the federal offenses and the consequences.
What areas in an aircraft have the greatest threats from engineering defects.
What aircraft have potential for catastrophic mishaps, as shown by prior disasters.
The tragic physical, financial, and emotional consequences suffered by people in airline crashes that resulted from the politics of air safety, the revolving door syndrome, and in some cases, outright corruption.
How lawsuits can be filed, years later, in fraud-related crashes, against certain airlines and against the federal government, and especially against United Airlines. When there is material fraud, such as existed at United Airlines, as the author documented while a federal inspector-investigator, and within the FAA and NTSB, the statute of limitations does not start to run until the person having the right to sue discovers the fraud. Even if a settlement had been reached and payment received years earlier, the fraud permits filing new lawsuits on the basis that the conduct was so arrogant, so gregarious, and unknown to the plaintiffs, that additional damages and punitive damages would have been proper if the fraud was known.
How to be more sophisticated about what goes on behind the scenes in air safety.
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Related Aviation Subjects In A Companion Book, Defrauding America (3rd Edition):
Discover how CIA and Justice department officials actions knowingly permitted terrorists to acquire surface-to-air missiles several months prior to the downing of TWA Flight 800. Read the three-page warning letter of SAM attacks upon commercial aircraft sent to members of congress shortly before the downing of that flight.
Discover how their acts permitting terrorists to acquire these SAM missiles threatens to bring down commercial aircraft.
The truth behind the downing of Pan Am Flight 103, including one of many CIA-DEA drug trafficking operations that made it easy to place a bomb on board the ill-fated flight, and the cover-up by Justice Department officials (as revealed by numerous insider sources).
How one of the many CIA-DEA drug-smuggling operations made possible the downing of Pan Am Flight 103 over Lockerbie, and the Justice Department's pattern of retaliation to silence those trying to expose this relationship. (Described in the third edition of Defrauding America.)
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Related Aviation Subjects In the Companion Book, Drugging America.
Discover how Justice Department personnel blocked a federal drug task force from closing down funding source for terrorist cells in New Jersey and New York, and how this funded aided the terrorist cells that subsequently bombed the World Trade Center in 1993, initiated plans to place bombs on 11 U.S. airliners departing Far East locations, and eventually participated in the September 11, 2001, terrorist hijackings. Also discover how these same Justice Department people filed false criminal charges against the head of that multi-agency task force, thereby sending a signal to other government agents not to interfere with the drug funding of terrorist cells and politically connected ethnic groups in New York, especially Washington Heights.
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For Those Who Care To Help Get the Message Out and Fight Misconduct In Government
For those who wish to contribute tax-deductible donations (aircraft or anything of value) to the only known non-profit organization dedicated to exposing and bringing to justice corrupt government officials, go to the website, Ombudsmen To Promote Integrity In Government. There has never been an opportunity like this to help in this long-overdue fight.
http://www.unfriendlyskies.com/revealed_by_book.html
http://www.unfriendlyskies.com
UNFRIENDLY SKIES
History of Air Tragedies and Corruption That Made Them Possible
Authored by Rodney Stich
September 11, the latest deja vu, following many others, all made possible by the deep-seated hard-core documented corruption within the FAA that subverts the federal government's air safety responsibilities.
For those who prefer going immediately to specific pages or specific issues, click here. Otherwise, continue with this page and related links.
Primary Causes For 3,000 Deaths Being Covered Up
It is of utmost importance to realize that the primary blame for the successful hijackings of four airliners by 19 hijackers was a failure of the government's aviation safety responsibilities and not an "intelligence failure." When that obvious fact is recognized, then the next important question is why the government air safety responsibilities were not met, especially after 40 years of fatal hijackings that could have been easily prevented.
Once that is recognized, then the documented hardcore misconduct in government offices can be addressed and acted upon. Failure to do this will permit, as prior failures have permitted, a continuation of the misconduct and the consequences. The system will not correct itself. The tragedies of 9-11 would not have occurred if these matters had been addressed rather than covered up or ignored.
The 3,000 deaths on September 11, 2001, are merely the latest deja vu consequences of what has been repeatedly reported by government insiders for many years, and covered up.
Page listing the people and their misconduct that caused conditions to exist that made possible the tragedies of September 11, and others.
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For those who wish to go right to the heart of the matter, suggest downloading to your computer the latest up-to-the-minute E-book format of the following books, which can be ordered via a secure website and immediately downloaded for the extremely low price of $12:
Terrorism Against America.
Defrauding America, 4th edition.
Unfriendly Skies, 4th edition.
Drugging America, 2nd edition.
Click here to order. The downloaded file can be saved on disk, and printed out. Many people, after reading the E-book format, order the printed version.
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For those who want to get right to the heart of things and for very little cost, the following E-book editions will provide up-to-the-minute description of the Trojan Horse type of corruption--and arguably, subversive activities from within--that played major roles in the deaths of 3,000 people.
Terrorism Against America.
Defrauding America, 4th edition.
Unfriendly Skies, 4th edition.
Drugging America, 2nd edition.
E-books can be downloaded to your computer, saved on your hard drive or removable disk, and printed out. The price is only $12 for any one. Click here to order the download from a secure website. Many people will want to order the print version after getting the E-book format.
(Try them out, download in e-book format, at no charge, in Word Format)
Table of Contents, Terrorism Against America, click here. No charge.
A sample chapter, Terrorism Against America, click here. No charge.
Table of Contents, Defrauding America, click here. No charge.
A sample chapter, Defrauding America, click here. No charge.
Table of Contents, Drugging America, click here. No charge.
A sample chapter, Drugging America, click here. No charge.
Table of Contents, Unfriendly Skies, click here. No charge. (HTML)
A sample chapter, Unfriendly Skies, click here. No charge. (HTML)
If more people request these books in HTML format rather than Word or Adobe, we will add the HTML format. Advise if you prefer in HTML. format@unfriendlyskies.com
Help Us Get This Type Of Information To the Public
Remember, it is your purchases of either the print or e-book that funds the expensive investigative, promotional, and logistic costs. If you want this type of information to continue, assist in this endeavor. Tax deductible contributions are also available at Ombudsmen To Promote Government Integrity. Click here for more information.
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A suggestion as to the usefulness of the contents in the books written by activist Rodney Stich can be obtained by reading some of the comments made in letters. Click here for a sampling.
For a sampling of book reviews, click here.
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This site, and the book, Unfriendly Skies, written by a federal air safety agent and whistleblower, provides the documented information for a few good people to fight the cancerous corruption in government which affects many areas of society and national issues--including matters affecting aviation.
For over 20 years evidence of this misconduct has been made available to the general public, to the next-of-kin of prior aviation tragedies affected by this hardcore misconduct, and to every government and non-government check and balance. By refusing to exercise legal and moral responsibilities, the misconduct has continued and escalated, and so have the consequences. Much worse will surely follow the usual cover-ups and indifference.
The details of this misconduct is found in the third print edition of Unfriendly Skies. The E-book version of the 4th edition (not yet in print) includes September 11, 2001, events, the cover-ups, and the pathetic incompetence that followed. For a very nominal payment, this fourth edition can be downloaded to your computer.
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Prior warnings of criminal misconduct and tragedies and warnings of criminal misconduct yet to be discovered by the American people can be found in the third editions of Unfriendly Skies and Defrauding America, and first edition of Drugging America. These relate to surface to air missiles, suitcase nuclear devices, and other areas associated with misconduct by key government personnel in the United States. Click here for a few of the highlights, and how America's people have, are, and will pay for these crimes with their lives, their liberties, or their country.
This insider's detailed and documented description of deep-seated culture of incompetence, arrogance, and corruption, shows the history of air disasters that should not have happened, and helps explain the secondary cause for the events of September 11, 2001. These same problems, repeatedly reported to virtually every government check and balance, and covered up, were the same problems that created the conditions insuring the success of the September 11 hijackers.
For an expedited list of highlights relating to the documented corruption and its cover-up that created conditions aiding and abetting the four groups of terrorists on September 11, 2001, and subsequent terrorist acts, click here for a list of prior informational ads that were placed in national media publications.
For a list of highly revealing letters that also spell out the continuing criminal and subversive activities that aid and abet terrorist acts against the America people, click here.
List of informational ads exposing documented corruption in key government offices that created conditions insuring the success of the September 11, 2001, terrorist hijackers.
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List of print and E-books written by former federal air safety agent Rodney Stich, with heavy input by agents of the FBI, DEA, Customs, Secret Service, CIA, and other government agencies.
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List of lawsuits filed against member of Congress and federal judges who repeatedly blocked the reporting of corruption and other offenses in the FAA and Justice Department, seeking a court order forcing these defendants to received the evidence that, if acted upon, would have prevented the success of the four groups of 19 hijackers on September 11, 2001. The present congressional cover-up insures that the deja vu tragedies will continue their long life that former federal air safety agent Rodney Stich first documented years earlier.
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Newly released book in E-book format reveals insider secrets that created conditions insuring the success of the September 11 terrorist hijackers, the cover-ups, and the unpublicized threats from terrorists and the Trojan horse insider misconduct that will allow future hijackings, bombings of airliners, suitcase nuclear bombs, to increasingly terrorize the American people. Provides information to circumvent the cover-ups and seek to reduce the continuing deja vu aviation and terrorist tragedies. Written by former federal air safety inspector with input from dozens of close sources in the FAA, FBI, DEA, Customs, Secret Service, and CIA. Click here for further information. Books' title: Terrorism Against America, with the subtitle, And Trojan Horse Insiders.
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September 11 Was Far More Than An Intelligence "Failure"!
The 3,000 deaths on September 11 were far more than an intelligence failure. And the blame is with key people in the three branches of government, insuring that any "investigation" will be the usual controlled cover-up. And the price for these cover ups are a continuation of the misconduct and the tragic consequences. This time, the consequences will be of far greater severity than most of those of the past.
The third edition of Unfriendly Skies presents an insiders exposé of documented corruption that caused or made possible years of airline crashes, including the events of September 11, 2001. This misconduct was discovered and documented by federal air safety inspectors. This insider information is detailed in the third edition of Unfriendly Skies by a federal air safety inspector who was in a key position with the world's largest airline to discover these matters.
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Documented Corruption In the Three Branches Of Government Prepared the Means For Four Groups Of Terrorist Hijackers To Succeed On September 11
Documented corruption prior to September 11, 2001, that insured the success of the 9-11 terrorists, years of prior fatal hijackings, the continuation of which is deja vu warnings of even worse terrorist acts against U.S. interests and the American people.
Post 9-11 conduct that continues the pre 9-11 misconduct with the addition of amateurish responses, further cover-ups, the precursors of even worse successful terrorist acts and other harm arising from the internal misconduct (detailed by government agents in the books, Unfriendly Skies, Defrauding America, and Drugging America.
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Government and Media Attention Doesn't Get Close To the Primary Reason For the Success of the September 11 Terrorists, and the Success Of Future Terrorist Attacks
There are links from the terrorists to major areas of documented corruption that will never be exposed by the usual congressional damage-control "investigation." One of these links is to the massive corruption in the federal courts that continues to this day. It continues despite the 3,000 deaths on September 11, knowing that the judicial misconduct insures the success of future terrorist attacks. The present conduct of U.S. leaders doesn't even come close to focusing on the primary causes for the success of the terrorists (and certainly not on the reason for such worldwide hatred for the United States). Click here for the documented scenario of judicial corruption solely to block a former federal air safety agent from reporting hardcore criminal and even subversive conduct that must be reported under the federal crime reporting statute.
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Massive Cover-Ups and Disinformation Prepares For Next Successful Terrorism
This Internet site, the books, and the contents of letters, shows the certainty with which the next major terrorist strike will succeed. This material also names the people in the three branches of government whose documented corruption played major roles in the September 11 events, and other tragedies unknown to most of the public.
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Matter Of Patriotism, Cover-Ups, Criminal Conduct, and More Preventable Tragedies
Thoughts on whether it is unpatriotic to investigate possible hardcore misconduct (not merely "intelligence failures") that aids and abets terrorism, including the 3,000 deaths on September 11, 2001, or positively unpatriotic and felonious to cover up for documented arrogance and corruption associated with these matters. The answer to this question requires analysis of material on these two related Internet sites, the revelations by several dozen government agents in the books, Unfriendly Skies, Defrauding America, and Drugging America. Extremely brief highlights here.
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Trojan Horse Corruption May Bring Far Worse Tragedies To Americans
The combination of naiveté, incompetence, and arrogance by U.S. leaders and people in key government positions virtually insures a high degree of success for future terrorist acts. A person serving in World War II, who followed closely the activities in subsequent wars, a former government agent, with vast insider knowledge, can visualize the many wild cards arising from the current conduct of U.S. leaders. When combined with corruption and cover-ups, the sequence of events can very well end the existence of the United States. Click here for thought-provoking events that may be in store for the American people as a result of this arrogance and Trojan horse misconduct. Any terrorist with a modest amount of intelligence can visualize and plan for these very same events. Before this scenario is dismissed, become familiar with the contents of the third editions of Unfriendly Skies and Defrauding America and of Drugging America. Without this knowledge, an intelligent evaluation is not possible. Having said this, for many people affected by the documented corruption in key government offices, the worse has already happened to them, and the threat posed by terrorists is of virtually no significance.
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Key issues raised and documented in the third edition of Unfriendly Skies.
What this book can do for you.
Table of contents in Unfriendly Skies book.
Partial list of people, government agencies, and airlines involved in aviation corruption as described in Unfriendly Skies and in sequestered government documents.
Partial list of airline crashes and deaths directly associated with a documented pattern of air safety and criminal violations at United Airlines.
Lawsuits that could be filed against United Airlines for financial compensation, and the federal government, for those who lost loved ones in crashes during the past 40 years--regardless of the statute of limitations, because of material fraud withheld from the next-of-kin.
Corrupt involvement of United Airlines in several major fatal crashes, as established by internal FAA records withheld from the public.
People sharing responsibility for the success of the four groups of terrorist hijackers (and prior fatal hijackings).
Victims of documented corruption implicating key people at United Airlines, the Federal Aviation Administration, and the political National Transportation Safety Board (NTSB).
Book reviews on the book, Unfriendly Skies.
Reader comments sent to author Rodney Stich by readers of his books.
What you can do to help reduce the number of airline crashes caused by the politics of air safety.
Index of airline crash pictures showing the consequences of documented misconduct and corruption at United Airlines, the FAA and the NTSB, as described in the third edition of Unfriendly Skies.
Portions of an FAA closing brief filed in a sequestered and unprecedented FAA hearing that documented patterns of FAA and United Airlines misconduct responsible for a series of fatal airline crashes.
Index to legal briefs that sought to expose and halt high-level government corruption directly and indirectly related to a series of fatal airline crashes.
Index to relevant letters seeking to expose and correct air safety and criminal violations, some of which played key roles in specific airline crashes.
Details for initiating a meaningful congressional investigation into the misconduct that insured the success of the September 11 terrorists and many prior hijackings. (Adobe PDF format). However, the widespread felony cover-ups by large numbers of Senate and House members insures that there will never be an investigation into the true causes of the September 11 tragedies that constitute the secondary blame, after the terrorist groups themselves.
Public indifference that permits this tragedy related misconduct to continue.
"College education" on government corruption.
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Hidden Corruption and Relationship Between September 11, 2001, World Trade Center Ramming and A Prior World's Worst Air Disaster One Mile Away
The book starts with the United Airlines DC-8 crash into New York City, the world's worst air disaster at that time. The deep-seated documented corruption in that crash continued to cause or allow to occur other aviation disasters, and in the latest deja vu consequences, the United Airlines Boeing 767 that rammed into the World Trade Center on September 11, 2001, and the three others occurring on that date.
Included in the people guilty of felony obstruction of justice--that made possible the 3,000 deaths on September 11--are people in key positions within the Federal Aviation Administration, the National Transportation Safety Board, members of Congress, Justice Department lawyers, federal judges, and most of the broadcast and print media.
This information and supporting documentation will never be made public because of the documented and related cover-ups, obstruction of justice, and retaliation against the sole federal air safety inspector seeking to bring these matters to justice.
That earlier New York City air disaster is the first chapter in the third edition of Unfriendly Skies, and can be seen by clicking here.
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Blowback From Earlier Documented Misconduct By United Airlines Management That Played A Key Role In the September 11 Aviation Tragedies
Ironically, it was the documented misconduct by a few key people at United Airlines that made possible the prior major air tragedy into New York City--a United DC-8, and the synergetic corruption within the FAA, feeding on each other, that played key roles in many air disasters and many deaths. September 11 aviation tragedies were simply examples of what have been occurring for years, and will continue for many more years, thanks to the cover-ups by every known government and non-government check and balance--and state of denial by the people.
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For an understanding of how four groups of terrorists could seize four different airliners on September 11, 2001, the detailed and documented corruption detailed in the third edition of Unfriendly Skies must be understood. Then, by reading two other books, the third edition of Defrauding America and the first edition of Drugging America, the duplicity of other people and government entities will become clear. Without this insider knowledge, the American public will continue to be duped by their leaders, and suffer the consequences that have been documented for the past 40 years.
The third edition of Unfriendly Skies provides the most reliable behind-the-scene knowledge why the September 11, 2001, hijackers succeeded in their mission, knowledge of which is being kept from the public by the usual government cover-up. As in the past, this cover-up continues in place the people and the culture responsible for many prior air tragedies, and as expected, will continue to result in these brutal consequences.
Discover 40 years of malfeasance, misfeasance, nonfeasance, and corruption that made possible the September 11 terrorist hijackings, many prior fatal hijackings, and many prior air disasters. The book is a case study of arrogance, corruption, and the resulting deaths of many men, women, and children. Reading Unfriendly Skies by itself reveals much about why major air tragedies occur. Combining that book with Defrauding America and Drugging America provides an even more complete picture of how and why terrorists have succeeded in subjecting America and its people to ongoing tragedies and economic disasters.
The misconduct closely linked to a series of airline crashes, including aircraft hijackings, commenced within the Federal Aviation Administration, and was then followed by cover-ups (i.e. obstruction of justice) by the political board members of the National Transportation Safety Board, by members of Congress (including the same ones now showing crocodile tears for the recent aviation disaster victims), Justice Department personnel, and even federal judges.
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September 11, 2001, Terrorist Hijackings, and the Misconduct That Encouraged and Insured the Success Of the Terrorists
The most important contributing factors that encouraged, and insured the success of the September 11, 2001, terrorists were:
The culture of malfeasance, misfeasance, nonfeasance, and corruption within the Federal Aviation Administration. The deadly consequences of this deep-seated misconduct are detailed by a key FAA insider in the third edition of Unfriendly Skies, in federal lawsuits, and sequestered FAA hearing documents.
Cover-ups and refusal to act by the political members of the National Transportation Safety Board.
Cover-ups by members of Congress who had oversight responsibilities over the people and government entities engaging in the criminal misconduct.
Cover-ups and even felony retaliation against the federal air safety inspector by federal judges.
Cover-ups by most of the broadcast and print media.
Refusal of the American people to respond to information and documentation provided by insiders showing these serious offenses.
These matters are detailed and documented in Unfriendly Skies, with further support in the books, Defrauding America, and Drugging America.
More in-depth focus on the covered-up behind-the-scene events leading up to September 11, 2001.
Sampling of air disaster scandals and issues revealed in third edition of Unfriendly Skies. Additional misconduct related to terrorist-related air disasters can be found in the third edition of Defrauding America and the first edition of Drugging America.
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Domino Effect Preventing Meaningful Investigation
Virtually no possibility of exposing the guilty in government. Exposure of the misconduct and corruption within the FAA would have a domino effect throughout the three branches of the federal government, revealing the duplicity of cover-ups, obstruction of justice, and go far beyond the aviation environment. Great amount of details and documentation can be found in the third editions of Unfriendly Skies and Defrauding America and the first edition of Drugging America.
For a quick overview of the documented corruption discovered by several dozen government insiders and how the American people are suffering the consequences, click here for a sampling of informational ads placed in mainstream media publications during the past two years.
The present cover-up of these matters continues the culture and refusal to act on major safety problems that insured the success of the four groups of September 11 hijackers. Evidence of this misconduct--and its cover-up by every government check and balance--can be found in the third edition of Unfriendly Skies, and in the thousands of pages of government documents upon which that book is based.
Federal inspectors, including Rodney Stich, the author of Unfriendly Skies, had years earlier reported the hijacking threat and the simple inexpensive measures to prevent hijackers from taking control of the aircraft. Numerous fatal hijackings further proved the need for urgent preventative measures.
Instead of taking the legally required corrective actions, arrogant and corrupt FAA management personnel destroyed official reports of the dangers and the need for corrective actions; warned air safety inspectors not to submit reports that would make the office look bad when there is a crash related to the known problems; threatened inspectors who took corrective actions or continued to make reports--even though crashes from these uncorrected safety problems continued to occur. A partial but long list of men, women, and children who perished from this misconduct is found in the third edition of Unfriendly Skies.
But this is only the start. Aiding and abetting this tragedy-related misconduct were other checks and balances as detailed in the book and on this web site. The involvement of so many people in key government positions insures that the public will never be told about the truth.
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Oblivious To The Obvious, Continuing the Decades Of Deja Vu
Despite the obvious issue of why the people in control of the government safety agencies did not take the easy corrective actions when the need was repeatedly reported by federal air safety inspectors and made obvious by hundreds of deaths from hijackings, no one dares to address that issue. To do so would reveal the ugly side of many prior air disasters and the ugly side of why 3,000 people were killed on September 11, and reveal the tragic and felonious conduct of many people holding key positions.
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A sampling of recent letters focused on the misconduct involving people in key government positions that insured the success of the September 11, 2001, terrorists hijackers and probably encouraged them to execute the scheme. Click here for the actual letters. Other examples follow:
Letter to each of the Justices of the U.S. Supreme Court, dated January 2, 2002, addressing the pattern of cover-ups and retaliation by federal judges that aided and abetted the corrupt and criminal activities described in the three books, including the misconduct insuring the success of the September 11 terrorists. (Adobe PDF format.) (Word format.)
Letter to FBI Director Robert Mueller, dated October 18, 2001, advising of deep-seated misconduct within government offices that not only insured the success of the September 11, 2001, terrorists, but actually encouraged their plans. For Word format click here.
Letter to Attorney General John Ashcroft, dated October 2, 2001, advising of corruption in key government offices related to the September 11 terrorist attacks, associated with prior terrorist attacks, and if not addressed, will continue to play a key role in future tragic consequences. Rodney Stich is a former federal agent, has become a confidant to dozens of other government agents in highly sensitive positions, has documentation, and his books show the feet-on-the-ground charges. No response. For Word format click here.
Letters warning of acquisition of surface to air missiles by Afghan terrorists, made possible by the CIA and FBI, and the usual congressional and Justice Department cover-ups, which was followed within a few months by the downing of TWA Flight 800.
Sampling of federal lawsuits filed by former federal air safety inspector attempting to report the deep-seated corruption within the FAA and NTSB cover-ups related to a series of airline crashes. The authority, and the requirement, to make such reports arises under the federal crime reporting statute, Title 18 U.S.C. § 4.
This documented misconduct was the same misconduct that created conditions insuring the success of the September 11, 2001, hijackers, prior fatal hijackers, and terrorist successes yet to come.
The wrongful acts stated in that lawsuit, and the duplicity of cover-ups that are endemic in the United States, insured the success of the September 11, 2001, hijackers. The present cover-up insures more of the same tragic consequences.
List of additional letters and federal filings showing repeated attempts to have people in responsible positions act on documented misconduct, including the misconduct that encouraged terrorists to initiate the four September 11, 2001, hijackings and misconduct that insured the successful takeover of the hijacked aircraft.
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The third edition of Unfriendly Skies reveals:
The culture in the FAA that made possible the success of the September 11, 2001, terrorist hijackings, the practice of incompetent FAA management personnel refusing to respond to warnings provided by federal air safety inspectors-investigators.
The truth behind a long series of fatal airline crashes, as discovered and documented by an inspector-investigator for the Federal Aviation Administration who held air safety responsibilities for the most senior program at the world's largest airline, while that airline was experiencing a 20-year pattern of fraud-related airline crashes.
The pattern of cover-ups (i.e. obstruction of justice) by people in key government positions, including the NTSB, FBI, other Justice Department positions, federal judges, members of Congress, and much of the broadcast and print media.
Obtain an understanding of misconduct in all phases of government activities that go far beyond the aviation environment, all of which inflict harm upon the American people.
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Misconduct by people in key government positions that made possible the success of the September 11, 2001, terrorist hijackings, and why the cover-up of the misconduct in government will positively lead to more tragedies.
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Sequence of World Trade Center damage, compliments of Washington Post.
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Discover the deep-seated culture in the FAA that prevents taking obviously needed corrective actions even after crashes and deaths result, including refusing to take positive corrective actions that would have prevented years of fatal hijackings, even after government air safety inspectors make such reports. Discover how this culture was responsible for the World Trade Center and Pentagon hijacking disasters and decades of other deadly consequences.
Discover the history of aircraft hijackings and aircraft terrorism as detailed in the third edition of Unfriendly Skies, as discovered by former Navy pilot, international airline pilot, FAA air safety inspector responsible for federal air safety for the most senior program at the worlds largest airline, and author of books on all phases of aviation safety.
Look at the website showing a three-page letter warning members of Congress of missile attacks upon commercial aircraft, with reference to Afghanistan. If that letter had been acted upon, dozens of surface to air missiles would not have been acquired by terrorists focusing on the United States. These detailed warning letters were written several months before the downing of TWA Flight 800. That letter reflected how dozens of surface-to-air missiles fell into the hands of terrorists (and possibly caused the downing of TWA Flight 800), and how these same missiles have yet to start downing U.S. airliners. Discover how FBI-CIA personnel made it possible for terrorists to obtain these missiles. Discover how the U.S. leaders ignored the opportunity to obtain help of a major Afghanistan group fighting Osama bin Laden and the Taliban. Revealing letter.
Discover the culture of key people in the FAA that made possible the prior crashing into New York City by United Airlines, that was the world's worst air disaster at that time, for which FAA inspector had federal air safety responsibilities. Discover how the culture within the FAA of misfeasance, malfeasance, and worse, played a key role in that aviation tragedy. That great air disaster created almost as much grief as the latest New York City aviation disaster--compliments of opportunists in the FAA (as detailed and documented in the third edition of Unfriendly Skies).
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The book's contents were described by one reader as follows:
"You point in the devastation, the anguish, grief, sorrows and distresses into the pictures you cause the reader to feel these, too. In my estimation you're the author of the century in the United States."
Click here for sampling of other reader comments.
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Assist in making this information known to the people, and to force government personnel to act on these corrupt activities, by making donations to Ombudsmen To Promote Integrity In Government. This is a non-profit organization with tax exempt status under the federal Internal Revenue Code 501(c)(3). Any donations will be used strictly for educating the public and petitioning government to perform its duty that has been blocked in many areas by the corruption. Tax deductible donations can be cash, real estate, airplanes, real estate, and other items that can be handled by us.
For further information about the author and his activities, insert "Rodney Stich" into an Internet search engine, such as Google.
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Order form.
For an Electronic book version of Unfriendly Skies, available in Adobe Acrobat for downloading, at the greatly reduced price of $10, click here. If you like what you see in the electronic form, and decide to order the book, half of your $10 payment will be deducted from the $25 cost of the book. (In order to get the reduced price, please provide us with the Electronic book order number if this option is later exercised.)
Other web sites that are related, that are informative, and that are of personal interest.
Information wanted on corruption in aviation field from insiders.
Selection of search engines.
Useful Web Sites for personal matters
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RADIO AND TELEVISION HOSTS AND PRODUCERS: Sample list of thought-provoking questions is available for various subjects or crashes. An updated list of thought-provoking questions and issues that could be discussed during Stich's appearance can be obtained by contacting him at his Email address: stich@unfriendlyskies.com
Key September 11 issues for radio and television hosts to consider: Multiple terrorist hijackings of September 11, 2001, and relationship to documented misconduct by officials in U.S. government offices that made the hijackings--and the consequences--possible.
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TELEVISION AND MOVIE PRODUCERS: Consider a television series based upon the dozens of episodes arising from the author's experiences and unusual background. There are also numerous themes that could serve for movies.
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Additional Comments
Rodney Stich was a key inspector-investigator in the Federal Aviation Administration (FAA) shortly after it was formed. Its formation was brought about by public outrage after a United Airlines DC-7 rammed into a TWA Lockheed Constellation over the Grand Canyon in the late 1950s.
Unfriendly Skies covers more than air safety. It covers government corruption that the author discovered as he tried to report and correct the crash-related misconduct. It reveals the breakdown in the nation's government and non-government checks and balances. It helps to understand government corruption in general.
It is a must-read for anyone interested in understanding air safety, or government corruption. Unfriendly Skies is the prelude to Defrauding America and Drugging America, also written by author Rodney Stich.
Click here to order the book: Order form
For an Electronic book version of Unfriendly Skies, available in Adobe Acrobat for downloading, at the greatly reduced price of $10, click here.
Click to get to the site for the book, Defrauding America.
Click to get to the site for the book, Drugging America.
Click to get to the site, CIA Drugs.
For the light side of international airline flying in the early days of flying.
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To obtain any of the books direct from the distributor or publisher.
http://www.unfriendlyskies.com
TABLE OF CONTENTS FROM THE THIRD EDITION OF UNFRIENDLY SKIES
Introduction
Dedication
PART ONE--Before Deregulation
Chapters
1. Pillar of Fire
2. Unsurvivable, Survivable Crashes
3. Training
4. Kangaroo Court--FAA's True Colors
5. Immediate consequences, as to United Airlines
6. Checks and Balances
7. The Imposters
8. Selected United Airlines Crashes
9. Selected Crashes--Other Airlines
10. Foreign Victims of U.S. Misconduct
11. Foreigh Crashes
12. Windshear
13. Midair Collisions
14. Air Traffic Control
15. Alcohol and Drugs
16. Sabotage
PART TWO--After Deregulation
17. Deregulation
18. Post Deregulation Crashes
19. Design and Aging
20. Radio and TV Guest Appearances
PART THREE--Not So Invisible Government
21. Judicial Attack
22. Greylord Judicial Corruption--Federal Style
23. Prison!
24. The Little Pawn
25. Still Other Scandals
26. Legal Brotherhood
27. Endemic Corruption
28. Crashes Amidst Corruption
29. Fighting Back
30. Grim Outlook
Index
INTRODUCTION
This book is a saga of graft, corruption and government misconduct, juxtapositioned with the deaths of little children and others, who were no match for the government-funded tactics revealed in these pages.
The author brings the reader behind the scenes, as an insider, describing sordid activities never revealed by any other source. The book describes several decades of air safety misconduct that made it all possible.
Every form of government misconduct found in the savings and loan, HUD, Abscam, Congressional, Defense Department, and other scandals, exists in the aviation environment. The only difference is in the form of payment extracted from the public.
This saga of corruption is heavily documented. It brings together the contents of administrative proceedings, judicial actions, government documents, the author's experiences as a government air safety investigator, airline and military pilot, and his evaluation of these happenings.
The successful coverup of the outrages described within these pages is a tribute to the manipulation or coverup of the news by the news media. Without their duplicity of silence, many of the air tragedies could not have happened. Many who died would be alive today.
What happened to those described within these pages could have happened to you or someone you love or rely upon. What will happen to others in the future from this same misconduct may happen to you or those you care for.
Some of the pictures and descriptions are shocking. They are included to make the public more aware of the pain, suffering, and deaths arising from the actions described within these pages.
Remain uninformed, or do nothing, and you are part of the problem.
http://www.unfriendlyskies.com/table_of_contents_unf.html