Petition to NTSB relating to Downing TWA Flight 800 - 1

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Rodney Stich

POB 4

Alamo, CA 94507

Phone: 925-944-1930

Fax: 925-295-1203

NATIONAL TRANSPORTATION SAFETY BOARD

This is a petition for modification of the Board’s finding into the contributing and enabling

causes in the downing of TWA Flight 800, on July 17, 1996. It is being submitted under the

authority of Title 49 Code of Federal Regulations (CFR) 845.41. It is also submitted under the

mandatory responsibilities of the federal crime reporting statute, Title 18 U.S.C. § 4,1 as it relates

to federal criminal offenses associated with that matter. This issue makes mandatory an honest

investigation into the serious matters stated here.

My competency for bringing this petition and Title 18 U.S.C. §m 4 matters to the

National Transportation Safety Board (NTSB) is based upon information I acquired as a federal

airline safety inspector and 40 years of subsequent discoveries, that more thoroughly reveals the

multiple factors that led to the demise of TWA Flight 800.

Criminal Issues in Downing of TWA Flight 800

Based upon considerable information, and FBI documents, made available to me over a

period of several years by several of my confidants, the following information is presented.

A former Mafiosi in a New York City Mafia group became a mole in the al Qaeda cell

headed by Ramzi Yousef, the al Qaeda member who was the mastermind behind the 1993

bombing of the World trade Center, and the planner of simultaneous bombings of a dozen

U.S. airliners departing Far East locations. In this role, this mole received over an extended

Petition to NTSB relating to Downing TWA Flight 800 - 2

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period of time—directly from al Qaeda operative Ramzi Yousef—information on planned al

Qaeda attacks against major U.S. targets.

The advance information on the planned al Qaeda attacks included the following:

o Downing of a U.S. airliner departing a local New York City airport. The basis for this

planned attack was al Qaeda’s belief that such downing would bring about a mistrial

in Yousef’s ongoing criminal trial in New York City federal courts. (The downing of

TWA Flight 800 occurred about two weeks after this information was given to the

mole and passed along to FBI agents in the New York City offices.)

o Bombings of U.S. embassies in Africa. (The planned and forewarned bombings of

U.S. embassies did occur; in Kenya and Tanzania.)

o Hijacking of U.S. airliners and flying them into buildings. (These planned and

forewarned al Qaeda attacks occurred on September 11, 2001.)

This ultra-valuable information on the planned al Qaeda attacks was provided to FBI agents

in the New York City offices, by the mole in the al Qaeda cell and his New York City

attorney, as the information was received. The importance and credibility of this information

was recognized by the FBI agents. They enlarged upon the information obtained by the mole.

FBI agents coordinated with the mole and his attorney to form a fictitious Mafia corporation

in New York City, staffed by FBI agents, through which al Qaeda operative Yousef could

make local calls to that fictitious Mafia Corporation, thinking that the Mafia was also

interested in harming the United States. Yousef then placed local calls to the “Mafia

Corporation,” where the telephone calls were then forwarded to al Qaeda operatives in the

United States and overseas, including to Iran. This arrangement lasted for 11 months,

receiving during which time still more information existed about al Qaeda plans.

Petition to NTSB relating to Downing TWA Flight 800 - 3

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If that information on the planned al Qaeda attacks had been acted upon, and made known to

other government entities, actions could have been taken to prevent the success of the

forewarned terrorist attacks. The huge loss of life would have been prevented, and the excuse

used by U.S. politicians to invade Afghanistan and Iraq would not have existed.

Instead of acting on this critical information and notifying other government entities so that

actions could be taken to prevent the success of those attacks, this critical information on the

planned terrorist attacks was ordered deep-sixed by key people in the U.S. Department of

Justice.

Even after the first attack occurred—the downing of TWA Flight 800—which provided

support for the accuracy of the information, the deep-sixing of the information on the

planned embassy bombings and airline hijackings continued. At that stage, admitting the

deep-sixing of the prior information on the planned downing of a U.S. airliner departing a

local airport, and now acting on the other planned attacks, would have associated the prior

deaths with the DOJ personnel that deep-sixed the critical information.

Possible Source of that Missile

The source of that missile is another issue, for which no firm information is available.

However, the following documented information must be considered as a possible missile

source. I obtained this information from one of my many confidants; a confidant who was the

titular head of a covert CIA operation based in Honolulu. This source was involved in the

offer by Afghanistan Warlord Rashid Dostum, to give almost a hundred surface-to-air

missiles to the United States in exchange for the release of a former Afghan colleague in a

U.S. prison on drug-related charges. The negotiations occurred in Long Beach, California,

where CIA-FBI personnel rejected the missiles.

Petition to NTSB relating to Downing TWA Flight 800 - 4

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By rejecting the missiles, they would be made available to terrorist groups. Upon learning of

this rejection from my former CIA source, I sent letters to several members of Congress,

providing details, and warning them of the dangers from the FBI-CIA rejection of the

missiles: the missiles being acquired by terrorist groups. Sampling of such letters can be

found at www.defraudingameric.com/missles_index, at History of Aviation Disasters: 1950

to 9/11, and at www.defraudingamerica.com/letter_list_congress. This matter was discussed

in my book, Explosive Secrets of Covert CIA Companies.

Deep-Sixing Consequences Now Required FBI-DOJ Cover-ups

The complicity of key Department of Justice personnel in deep-sixing advance information

of the planned al Qaeda attacks now required cover-up tactics. This involved cover-up of

information that was mandatory in investigations; the dismissal of material evidence; refusal

to recognize professional and reliable witnesses; issuing ludicrous statements of actual

events; threats and retaliation against whistleblowers, which included attacks against me.

(This practice also occurred also after the hijackings of four airliners on September 11, 2001.

The placement of Department of Justice officials on the 9/11 Commission insured that a

cover-up would occur and protect the U.S. enablers of these great and easily preventable.)

Details in History of Aviation Disasters: 1950 to 9/11, and at

www.defraudingamerica.com/twa_flight_800.

FBI-CIA Personnel Dismissing Valuable Witness

One example of the blatant dismissal of the primary witness to the actual downing of TWA

Flight 800 included highly-experienced military helicopter pilot flying that night in the

vicinity of TWA Flight 800. This is a summary of what he observed and wrote to me in

several detailed communications:

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o He observed a missile streaking toward TWA Flight 800.

o The initial explosion—based on his extensive experience in Vietnam as a military

pilot—was a ordnance-type explosion—distinct from a fuel explosion. That ordnance

explosion was then followed by fuel-type explosions.

o As the cockpit of TWA Flight 800 ripped from the aircraft, the aircraft, as expected,

plunged vertically into the ocean. This contradicted the physically-improbable

statements by FBI-CIA personnel that stated the aircraft, missing its major front

section, climbed several thousand feet. That fantasy-fabrication was intended to

explain the narrow missile trail reported as witnesses to be the Hugh flaming 747

climbing after exploding in air.

o Being close to the exploding TWA aircraft, he saw where many occupants were flung

upward, prior to descending into the ocean.

Further, Boeing Aircraft Corporation personnel had repeatedly stated that the unsupported

statements by unqualified government personnel blaming a spark in the center section fuel

tank as the cause of the explosion was incorrect. The ten (and more) years of FAA allowing

aircraft to fly without any changes to the fuel tanks provide shows the FAA’s lack of support

for that spark theory. That totally unsupported spark excuse was used to discredit the

massive material evidence of a missile attack.

The obvious FBI-CIA cover-ups were further supported by the recent statements of former

members of the NTSB who recently stated—after their retirement from government—that

they were never allowed to get at the truth, that evidence was suppressed, and that they are

confident that a missile brought down TWA Flight 800. The evidence presented here goes

beyond what they knew or could have discovered.

Petition to NTSB relating to Downing TWA Flight 800 - 6

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Short Description of Discovery of Corruption, Aviation Crashes, and Cover-Ups

I have documented this relationship since the time I was an air carrier operations inspector in

the Federal Aviation Administration during the days of an endless series of airline disasters.

The continual series of cover-ups by FBI and other personnel in the U.S. Department of

Justice caused me to communicate with FBI Director J. Edgar Hoover, accusing him of

criminal obstruction of justice, and involved communications with members of Congress

concerning his cover-up of major corrupt activities resulting in several recent airline

disasters. One particular member of Congress, Representative George Miller, became

involved in this matter. (These events described in History of Aviation Disasters: 1950 to

9/11.)

Departments of Justice employees covered up for the corruption related to a series of aviation

disasters from the 1960s, when I was discovering and reporting continuing aviation safety

and criminal violations that were continuing to result in major aviation disasters. Preceding

that point, I discovered that Department of Justice personnel covered up for the aviation

safety and criminal violations at United Airlines, which played a major enabling role in the

world’s greatest aviation disaster at that time: the United Airlines DC-8 that plunged into the

Brooklyn section of New York City on December 16 1960. That disaster, and others, caused

the federal government to give me the assignment to halt the deadly corruption at the airline.

DOJ personnel covered up for the actual perpetrators in the bombing of Pan Am Flight 103

that exploded over Lockerbie, and then planted false evidence in prosecuting two innocent

Libyans and blamed Libya for the bombing. Details and evidence in History of Aviation

Disasters: 1950 to 9/11, and at www.defraudingamerica.com/pan_am_flight_103.

Petition to NTSB relating to Downing TWA Flight 800 - 7

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With the help of dozens of my many professional confidants—including former agents in the

FBI, CIA, DEA, Customs, FAA, former drug smugglers—working for CIA and DEA

personnel, former Mafia figures, I obtained additional information on many of America’s

biggest scandals. Every attempt that I made to report and halt these harm-resulting activities

were blocked by employees in the U.S. Department of Justice.

In 1982, and continuing until 1995, Department of Justice personnel sought to halt my efforts

to expose these areas of criminal activities—crimes against the United States. Near the age of

70, Department of Justice prosecutors corruptly charged me, a former federal agent, with

criminal contempt of court for filing federal actions under the federal crime reporting statute,

Title 18 U.S.C. § 4. I had sought to report and halt the areas of corrupt and criminal activities

that had already resulted in major national tragedies—and would continue to do so. These

attacks upon me, consisting of major violations of criminal and civil statutes, constituted

crimes against the United States and made possible even worse national tragedies that were

to occur.

While in prison to silence me, personnel in the U.S. Department of Justice corruptly seized

the $10 million in assets that funded my exposure activities. Their power enabled them to

obtain assistance in other areas (which is a national scandal by itself).

Most of my dozen-plus not-for-profit books contain information on various forms of corrupt

acts involving personnel in the various divisions of the U.S. Department of Justice. Main

ones include, for instance, Defrauding America; America’s Corrupt War on Drugs; History

of Aviation Disasters: 1950 to 9/11; Terrorism and Deadliest Enabling Scandals of 21st

Centuruy; and others. (Available at amazon.com.)

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History of Cover-Ups by NTSB Political Board Members

My experience with cover-up of politically-sensitive contributing causes to a series of fatal

airline crashes started after the federal government gave me the assignment to correct the

pattern of major aviation safety violations at United Airlines that enabled the direct causes of

the crashes to occur. The higher political management side of the FAA protected the aviation

safety and criminal violations at United Airlines, causing me to take unprecedented actions to

halt the continuing series of crashes and deaths.

These great tragedies motivated me to exercise federal law in such a manner that I conducted

a four-month-long administrative proceeding, acting similar to an independent investigator.

The transcript of proceedings required about 4,000 pages of testimony and exhibits. Such an

event, where a government agent sought to expose corruption with specific crashes and

deaths, never happened before.

That is also when I had direct experience with cover-ups by the political members of the

National Transportation Safety Board. The Board members admitted to me that they already

knew of the problems, and then they covered up what I brought to their attention. The most

classic example of the consequences of prior NTSB cover-ups, was the deadly crash of a

United Airlines Boeing 727 at Salt Lake City Airport—during the time I was acting similar

to an independent prosecutor—and the blatant falsification of the official accident report.

That cover-up enabled the aviation safety matters to continue, and enabled even worst

aviation disasters to occur. Details in the History of Aviation Disasters book and also at the

Internet site: www.defraudingamerica.com/united_airlines_salt_lake_city

Cover-ups by prior members of the political NTSB Board caused me to file a federal lawsuit

against the NTSB. That lawsuit focused on the NTSB cover-up in the crash of a PSA airliner

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into San Diego. That crash became the worst death toll in aviation history, taking the record

from scandal-related United Airlines crash into New York City. Details of that lawsuit is at

the Internet site, www.defrauding.com/lawsuit_against_ntsb. After filing that lawsuit,

Assistant U.S. attorney at San Francisco called me, stating he was seeking Washington

approval. Again, top officials stepped in to block those actions.

Several professional NTSB aviation accident investigators stated to me over the years that

the political NTSB Board members (usually not aviation experienced) often changed the

inspectors’ reports.

The repeated cover-ups of major aviation safety problems or violations enabled a continuing

series of aviation disasters to occur. This NTSB history of cover-up and altering official

accident reports—combined with the misuse of federal power by personnel in the U.S.

Department of Justice, makes improbable any change from the inbred cover-up culture.

My Far-Reaching Aviation Safety and Investigative Background

My prior experience in the aviation field makes me especially qualified to have my

information made a part of the record. My considerable experience is further augmented by

my considerable experience is further augmented by the valuable information that I received

on the terrorist enabling aspect of aviation (and other) American tragedies. For instance:

o Naval Aviator, during which time I instructed in the PBY Catalina patrol planes and I

was also a Navy Patrol Plane Commander in Liberators and Privateers. Possibly the

youngest PPC in World War II.

o International airline pilot and captain for many years, rated as captain in the DC-3,

DC-4, Martin 202, Convair 340, Curtis C-46, Lockheed Constellation, and Boeing

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377. Also rated in the Convair 880-990 and DC-8, as an air carrier operations

inspector in the Federal Aviation Administration.

o As an FAA airline safety inspector, during the period when airline crashes were a

routine occurrence, I was considered sufficiently qualified and motivated to be given

the one-person assignment by mid-level FAA management to correct the massive

safety and criminal violations at the world’s largest airline, which was experiencing

repeated airline disasters. I documented these conditions, and further documented

them in an administrative proceedings covering several months when I forced an

administrative proceeding upon the FAA, when high-level politically oriented FAA

management sought to protect the violators.

o After leaving the FAA, I was hired by Flying Tigers Airline to establish the flight

operating procedures and manual for their newly purchased DC-8 jets. When that

project was completed, and prior to leaving, I received letters of commendations

from people at Flying Tigers, Douglas Aircraft, FAA inspectors and others, and over

a period of time, letters of commendations from others.

o Over 30 years of continuous writing of highly detailed books on aviation safety and

intrigue in government, having written over 20 books since 1978. Also appeared as

guests and expert on hundreds of radio and TV shows.

Numerous initial responses from members of Congress, until the consequences

of their cover-ups showed their complicity in a long series of national tragedies.

www.defraudingamerica.com/congressional_responses.

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Stich's commendations, including unprecedented personal letter from U.S.

Supreme Court Justice Byron White.

www.defraudingamerica.com/stich_commendations.

Excellent book reviews. www.defraudingamerica.com/book_reviews.

Excellent reader comments. www.defraudingamerica.com/reader_comments.

Stich’s credibility. www.defraudingamerica.com/stich_credibility.

Unusual background for discovering corruption that enabled many of the worst

U.S. aviation tragedies.

www.defraudingamerica.com/credibility_of_charges.

Details of these serious matters in the not-for-profit books and Internet sites:

o History of Aviation Disasters: 1950 to 9/11.

o Terrorism and Deadliest Enabling Scandals of the 21st Century.

o At www.defraudingamerica.com/twa_flight_800.

Consequences if this NTSB Board Repeats Past NTSB Board Conduct

The charges here are of such grave consequences for the United States, and the consequences of

prior cover-ups of these matters have been so horrific, especially in the recent days of

catastrophic terrorist successes made possible by the misconduct, that the present board will

become themselves complicit. There can be no excuse based on any alleged failure to meet

procedural requirements, to shirk the Board’s duty.

If the present NTSB board repeats these practices and covers up for the criminal deep-sixing

of advance information on the planned downing of a plane departing a New York City

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airport, then the perpetrators will go free, and the resulting consequences of cover-ups will

continue. In this case, the issues and enablers are greater than in the past.

An Affidavit of Facts is attached to this petition.

This petitioner demands that the National Transportation Safety Board reopens the

hearing into the downing of TWA Flight 800 and include the information stated herein,

and make part of the record the facts stated in the following not-for-profit books: History

of Aviation Disasters: 1950 to 9/11; and, Terrorism and Greatest Enabling Scandals of

the 21st Century.

Dated this 3nd

day of July, 2013

Rodney F. Stich

POB 4

Alamo, CA 94507

Phone: 925-944-1930

FAX: 925-295-1203

1 Title 18 U.S.C. § 4. Misprision of felony. Whoever, having knowledge of the actual commission of a felony cognizable by a court of the United States, conceals and does not as soon as possible make known the same to some judge or other person in civil or military authority under the United States, shall be fined under this title or imprisoned not more than three years, or both.