Rodney Stich has an unusual background for exposing corruption in various government agencies, corruption which adversely affects the security of the United States and the lives of the men, women and children in America.

His ability to discover these problems comes from his extensive experience, starting in the U.S. Navy in 1941 (prior to the Pearl Harbor attack on December 7, 1941). The highlights include:

• Sixty years of sophisticated aviation experience (as detailed below).
  
  
• Occupied key government positions where he was able to document hard-core corruption in the three branches of the federal government. The federal government assigned him the task of correcting the conditions causing the worst series of airline crashes in the nation’s history. It was here that he first discovered the gravity of the deep-seated culture of corruption in the FAA that continues to this day. The aviation tragedies of September 11, 2001, were simply a continuation of the cause and consequences of what he has been documenting for years.
  
  
• He became a confidant to dozens of other former and present government agents who discovered, or were part of, activities involving corrupt and criminal activities inflicting great harm upon the security of the United States and great personal and financial harm upon countless numbers of men, women and families.
  
  
• These sources include present and former agents of the FBI, DEA, Customs, CIA, including former heads of secret CIA airlines and secret CIA financial operations, who were part of covert activities in which corrupt and criminal activities were occurring.
  
  
• As a result of his David versus Goliath role in attacking corrupt government personnel in the three branches of government, he acquired knowledge and documentation to prove his charges. He also acquired hundreds of government documents supporting his sources’ allegations of corrupt and criminal activities.
  
  

Details of Aviation and Other Activities

• Over 60 years of aviation experience covering many sophisticated areas of air safety. In World War II he was a Navy pilot, flight instructor, and patrol plane commander (PPC). After the war, he was an airline captain in domestic and overseas aviation, one of the first pilots licensed by Japan (#170), helping to start up Japan Airlines. He was a federal air safety inspector, holding air safety responsibilities for the most senior program at the world’s largest airline at that time, United Airlines.
  
  
• Piloting experience in the Middle East during the 1950s, flying as captain from Beirut, Jerusalem, Tehran, Abadan, Baghdad, Jeddah, and landing in the desert outside of Medina with Moslem pilgrims on the Hajj. He lived in the Middle East during these periods and visited Palestinian refugee camps.
  
  
• Navy pilot and flight instructor in multi-engine aircraft from 1943 to 1946. He received his Navy wings at Pensacola when George Bush, Sr. received his wings at Corpus Christi. He started his 60 years in military and airline aviation as a radioman on a Navy PBY prior to the bombing of Pearl Harbor. After the war, he was a pilot for the newly formed Japan Airlines, and had as copilots some of the Japanese pilots who bombed Pearl Harbor and with whom he fought halfway between the islands of Midway and Wake. He is believed to be the youngest Navy Patrol Plane Commander in World War II, being commander of Navy Liberators and Privateers and pilot instructor in PBY advanced flying, all at the age of 21.
  
  
  
  
• Airline pilot from 1950 to 1967, flying in domestic and overseas operations. (Transocean Airlines; Seaboard and Western Airlines/Seaboard and World Airlines; California Eastern; California Central; California Western; United States Overseas Airline; Flying Tigers; Japan Airlines; Air Djibouti; Air Jordan. The reason for multiple airlines was due to occasional pilot farming out from original airline (Transocean airlines) and due to the frequent pilot furloughs in the earlier days of commercial aviation.) Stich was in Iran the morning in 1953 when another undermining of a foreign government occurred: the CIA-backed overthrow of Mossadegh and installation of the Shah.
  
  
• Middle East experience as an airline captain, which includes flying Muslim pilgrims to Mecca and Medina, visiting Palestinian refugee camps, residing in Ramallah, Jerusalem, Beirut, and other Middle East countries. This experience provides him with a more accurate understanding of the Middle East problems.
  
  
• Federal Aviation Administration (FAA) air carrier operations inspector, responsible for air safety at several major airlines, conducting flight checks of airline pilots, issuing aircraft ratings to airline pilots, making safety recommendations, inspecting and insuring that airlines meet federal air safety requirements, investigating aircraft incidents and accidents and making reports on them. Airlines at which Stich conducted pilot and flight engineer checks included United, TWA, Eastern, Northwest, among others.
  
  
• Acted as special prosecutor while an FAA inspector-investigator, forcing an unprecedented four-month-long hearing upon the FAA during which time testimony and hard evidence were presented that proved the existence of corruption related to a series of fatal airline crashes.
  
  
• Filed federal lawsuits authorized and required by federal law to prove the relationship between serious air safety and criminal violations and a series of specific airline crashes.
  
  
• Made several safety procedures while an FAA inspector that are standard today at many airlines. These include high altitude jet upset avoidance procedures, procedures to avoid inadvertent descent into the ground, procedure to minimize the large altitude loss following stall of air carrier aircraft, pre-takeoff briefing procedures.
  
  
• Author of books intended to inform the segment of the public capable and interested in being informed of hardcore corruption in government and seeking to motivate the few who can exercise courage and responsibility that is so lacking in today’s America. His books include the third print edition of Unfriendly Skies (and a fourth edition in E-book format); third edition of Defrauding America (including the fourth edition in E-book format); Drugging America (including the second edition in E-book format); Terrorism Against America (in E-book format); Disavow (in E-book format); and in the finishing stages, Legal and Judicial Trojan Horses (to be in E-book format).
  
  
• Television series were twice considered for his books. The first occasion was when producer Jackie Cooper planned a three-part television series following release of the first edition of Unfriendly Skies and the last occasionwas in 1999 when Defrauding America was considered for a continuing television series.
  
  
• Guest and air safety expert on over 3,000 radio and television shows in the United States, Canada, Germany, Holland, and Mexico.
  
  
• Devoted over 40 years to addressing crash-causing aviation problems.
  
  
• While he was an FAA air safety inspector, among his many reports and recommendations, he reported the dangers of hijackings and the two common-sense steps that would have prevented almost every hijacking that subsequently occurred, including the hijackings of September 11, 2001. The deep-seated culture within the FAA, including malfeasance, misfeasance and nonfeasance, resulted in the repeated disregard of the reports and recommendations of the highly qualified FAA air safety inspectors. As detailed in the third edition of Unfriendly Skies, this conduct caused or made possible the September 11, 2001, hijackings, earlier fatal hijackings, and many other fatal air disasters. A prior airline crash into New York City that generated worldwide attention, a United Airlines crash, arose from this culture of FAA misconduct.
  

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  Expertise in Other Areas of Corruption in Government
  

• Acquired dozens of sources over the past 20 years who provided him with precise information, documentation, affidavits, relating to other areas of corruption in the three branches of the federal government and in the California courts. These sources include present and former government agents, including agents of the FBI, DEA, Customs, Secret Service, CIA, including the former heads of secret CIA airlines and secret CIA financial operations. This corruption is detailed in his books  Defrauding America , Drugging America,  Unfriendly Skies,  Disavow  and on the various web sites relating to these books, and in judicial records referenced in them.  Web sites include  defraudingamerica.com,  druggingamerica.com,  unfriendlyskies.com  and ciadrugs.com.  Another web site for those interested in helping expose the huge quantity of information provided by dozens of courageous insiders is ombudsmen.org.  The second, defraudingamerica.com, is still online, the others can be found on the Internet Wayback Machine, archive.org:
  web.archive.org/web/20151206181036/http://www.defraudingamerica.com
  web.archive.org/web/20151004163826/http://www.unfriendlyskies.com
  web.archive.org/web/20140105035831/http://www.ciadrugs.com
  
  
• Acquired huge quantities of documentation relating to widespread hard-core corruption in the federal courts, including obstruction of justice, widespread violations of civil and constitutional rights as part of the judicial pattern blocking the reporting of criminal activities in key judicial and other government offices. These are matters inflicting great harm upon national interests, and the evidence could be used to force badly needed changes to the courts and in the interest of justice.
  
  
• Documented material that exposes the corruption in the Federal Courts, Justice Department, and Congress, that has been kept from the public.

Federal Aviation Administration (FAA) Certificates

• Airline Transport Pilot (503896).
  
  
• TYPE RATINGS in the DC-8 jet; Convair 880/990 jet; Curtis C-46; DC-3, DC-4, Convair 240-340-440; Martin 202-404; Boeing Stratocruiser (B-377); Lockheed Constellation (749-1049-1649); and considerable flying experience in the Lockheed Electra (from which the Navy EP-3 was derived), Boeing 720, DC-6, and DC-7.
  
  
• Japanese Airline Transport Pilot (#170), one of the first pilot licenses issued by Japan, issued in 1952.
  
  
• Navy aircraft flown: PBY - as instructor in advanced PBY training at Jacksonville, Florida; Plane commander (PPC) in Liberator (B-24) and Privateer (PB4Y2); SNB (D-18); SNJ (AT-6); BT-13 and Stearman.

Related Professional Organizations

• International Society of Air Safety Investigators (ISASI) since 1974.
• Aviation Space Writers Association since 1978.
• Lawyer-Pilots Bar Association since 1978.
• Airline Pilot Association (ALPA) while an airline pilot.
• Association of former intelligence officers (AFIO).
  

Background for Discovering Covert Activities

• Starting in 1989, Stich became a confidant to a large number of CIA and other deep-cover operatives, during which he spent over 2,000 hours in deposition-like questioning, receiving thousands of letters, documents, and affidavits describing and supporting the activities which he writes about in his books and which supplement what he personally discovered as a federal and then private investigator (and as an international airline pilot).
  
  
• Included in his many insider friends and sources are the heads of former CIA proprietary airlines and financial institutions, pilots who flew arms from the United States and drugs back, people who were involved in drug-money laundering, looting of savings and loans, and other activities ordered by their deep-cover superiors.
  
  
• This combination of government investigator background and large number of friends and confidants involved in deep-cover activities for the past forty years gives the author an unusual amount and source of information and insight into the normally highly compartmentalized area of covert activities.
  
  
• Possibly because of his military pilot and airline pilot background, combined with his considerable work in exposing government corruption, dozens of present and former government agents and operatives, former drug traffickers, and others, have provided Stich during the last ten years with huge amounts of data, documentation, and clarification on corrupt activities in government. This is the detailed information that is found in his various books.

CHRONOLOGY OF STICH’S BACKGROUND
AND CRUSADER ACTIVITIES

• Over 60 years in sophisticated aviation positions.
  
  
• Navy pilot and instructor in World War II. Instructed in PBY seaplanes, and was Patrol Plane Commander in four-engine Liberator (PB4Y-1) and Privateer (PB4Y-2) aircraft before the age of 21. Received Navy wings at the same time as George Bush received his. (Bush received his Navy wings at the Naval Air Station in Corpus Christi and Stich received his at the Naval Air Station in Pensacola, in December 1943.
  
  
• Prior to going to Navy pilot training, Stich was a radioman. His initial flying was in the Pacific, with primitive PBY aircraft and equipment, flying in the same general area as Amelia Earhart ran out of fuel. The navigational problems at that time makes it easy to understand why she became lost and exhausted her fuel supply. Stich was flying patrols out of Midway Island before the great battle of Midway, missing the battle by being sent to the United States for Navy pilot training.
  
  
• This training occurred in 1943 at the University of Georgia at Athens, primary flight training in the Navy’s yellow Stearman at the Naval Air Station, Dallas (Grand Prairie, Texas), and at various airfields in the Pensacola area, ending with pilot training in PBY seaplanes. Upon finishing training, he received two pilot designations: the first was as a Naval Air Pilot (Chief Aviation Pilot) and ten days later, received a commission in the Navy and designation as Navy Aviator.
  
  
• Following the receipt of his Navy wings, Stich went to the Naval Air Station at Jacksonville, Florida, for advanced PBY training. At the end of this training, he was selected to be a pilot flight instructor, which continued for approximately one year, after which he was sent to Hutchinson, Kansas, for training as Patrol Plane Commander in Liberator and Privateer aircraft. This was followed by various assignments to the Naval Air Stations at Whidbey Island in Washington and at San Diego, before being sent to Tinian Island in the far Pacific.
  
  
• Upon the ending of World War II, Stich left the Navy and eventually started flying for various airlines. Stich flew as an airline pilot in domestic and international operations with several different airlines. In those days, pilot furloughs were common and frequent. His main airline was Transocean Airlines based in Oakland, California. Others included Pioneer Airlines based in Dallas; California Central Airlines in Los Angeles; Seaboard and World Airlines; California Eastern Airlines; Overseas National Airlines.
  
  
• His primary airline, Transocean Airlines, started up Japan Airlines in 1951, furnishing Martin 202 and DC-4 aircraft and captains. Stich was part of this startup and received Japanese pilot license number 170 in 1952. Some of the Japanese copilots that flew with Stich were pilots based on Wake Island when Stich was based on Midway Island. During patrol flights, the PBY aircraft on which Stich was a crewmember was attacked by Japanese "Betty" bombers, and very possibly piloted by some of the same pilots who were now his copilots. It was ironical that the Japanese planes carrying the rising sun emblem on the side of the fuselage were the same emblems on the aircraft shooting at him.
  
  
• Because of Transocean’s international operations, the flight operations covered many unusual incidents and type of operations. For instance, he flew several DC-4 trips from Oakland to New Delhi, India, carrying 1600 monkeys for delivery to the Midwest where they were used for the Salk polio vaccine program. He flew Moslem pilgrims to Mecca from various Middle East locations (Beirut, Jerusalem, Baghdad, Teheran, Abadan, sometimes landing in the desert outside of Mecca.
  
  
• During one such operation in 1953, while residing at a hotel in Abadan, Iran, he was caught up in the CIA-initiated revolution that toppled Mossadegh and brought into power the Shah. The Iranians had previously ordered the departure of British and Americans, and Stich and his small group of airmen were only tolerated because they were flying Moslems to Mecca. When the revolution occurred, Stich and his small group were at great physical risk. With the help of a Dutch national responsible for security, this small group had a machine-gun escort to their aircraft for an immediate departure.
  
  
• During his flying days for the airlines, Stich was captain on virtually every type of piston aircraft flown by the airlines since the end of World War II. These included, for instance, DC-3, DC-4, C-46, Martin 202, Convair 340, Lockheed Constellation, and Boeing Stratocruiser.
  
  
• All types of emergency situations were part of these activities, including for instance: engine fires and engine failures in flight and during takeoff; shutdown of all destination and alternate airports by fog on the North Atlantic run; un-forecast high winds on long over-water flights that made reaching an airport questionable.

Taking Employment As
Federal Air Safety Inspector-Investigator

• In 1962, upon the bankruptcy of Transocean Airlines, Stich went to work for the Federal Aviation Administration (called the Federal Aviation Agency at that time). His initial assignment was in the Los Angeles office, working with American Airlines, Western Airlines, and others. These airline safety duties included conducting flight checks of airline pilots, issuing government ratings so they could fly that particular aircraft, checking for safety problems, making safety recommendations, and anything else involving air safety.

Start of Discovery of Corruption in Government

• In 1963, while United Airlines was experiencing a string of brutal airline crashes, including a DC-8 that crashed into New York City and which was the worst world-wide crash at that time, FAA officials asked Stich to volunteer for the most senior program at United, where many of the crashes were occurring. Stich accepted, and went through an arduous ground and flight training that culminated about four months later with Stich passing and receiving a type rating in the DC-8 aircraft.
  
  
• Stich was replacing another inspector who had repeatedly reported that United Airlines management was violating and not complying with important federal air safety laws and then falsifying government-required records to cover up for these violations. That inspector had been blocked by the local District Office manager at Denver, and the regional FAA officials in Los Angeles, and had been so concerned by the accidents and near-accidents that he traveled to Washington and complained to top officials at the FAA and with the NTSB (at that time the NTSB was called the Civil Aeronautic Board Bureau of Safety). United Airlines management pressured FAA management to transfer that inspector, and this was done. He was transferred to an undesirable location in Puerto Rico, and his DC-8 experience and training was thereby wasted.
  
  
• Stich promptly discovered what other inspectors had discovered. United Airlines management was repeatedly violating important and federally-required air safety requirements that explained the long series of senseless crashes experienced by United Airlines. He discovered, as others had done, that FAA management at the local, regional, and national level was making these violations possible by harassing, threatening, and removing inspectors who reported the problems and tried to correct them as required by their federal job responsibilities and as required by the Federal Aviation Act. Stich inspected, discovered, and reported very serious air safety and criminal violations throughout the United Airlines flight activities, discovering their relationship with several prior fatal crashes. United Airlines management threatened to get Stich fired or removed, as they admitted they had done to Stich’s predecessor.
  
• Stich discovered, as many federal inspectors discovered and experienced earlier, that FAA management:

• Took retaliatory actions against federal inspectors who took required corrective actions, such as conducting a record inspection opposed by United management personnel, reporting a crew members needing corrective training for such problems as high-sink-rate approaches, poor knowledge of the aircraft, poor pilot performance.

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Discovering Cover-Ups Throughout Government

• Stich provided evidence to various members of Congress, to the FBI and to U.S. Attorneys where the federal violations were occurring. They did nothing except cover up.

• The prior brutal crashes, the continuing crashes and near-crashes, caused Stich to escalate his attempts to carry out the federal air safety responsibilities. He was blocked by FAA personnel at every level, who sought to protect the serious air safety and criminal activities at United Airlines. In desperation, Stich used federal laws in an imaginative manner seeking to force corrective actions. These included:

• While an FAA inspector-investigator, he acted as a special prosecutor, forcing a four month long hearing upon the FAA, introducing testimony by various FAA personnel and hard evidence to support his charges of corruption related to a series of fatal airline crashes implicating management personnel at United Airlines and within the Federal Aviation Administration. The hearing officer at the adversary hearing was a member of the FAA Administrator’s staff and held his position only as long as he pleased his boss. He then engaged in a cover-up. During the hearing, several other fatal crashes occurred at United Airlines, which were linked to the federal violations and corruption that Stich and other inspectors were reporting.

• Stich continued to keep top officials with the National Transportation Safety Board informed of the air safety and criminal activities that he and other inspectors had discovered, and which had played a key causative role in prior crashes investigated by this accident investigating agency. Stich reported the criminal perjury and subornation of perjury by FAA management personnel at the hearing which was causing continuation of the air safety and criminal violations. NTSB management, despite their responsibility under the Federal Aviation Act, refused to become involved. This refusal, this cover-up of major accident causing air safety and criminal violations, then made the NTSB officials implicated in several other United Airlines crashes that occurred during and after the hearing. These officials then had to cover up the behind-the-scene corruption that they themselves were a part of. This practice of NTSB cover-up would continue for years, and be evident during the TWA Flight 800 crash and the crash of an EgyptAir aircraft.

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Circumventing Government
Corruption and Obstruction of Justice

• Stich circumvented Justice Department block by appearing before a federal grand jury in Denver seeking to produce evidence of criminal acts related to a series of recent airline crashes. The mostly unsophisticated men and women composing the grand jury relied upon the U.S. attorney who was present while Stich was offering his evidence, and no action was taken by the jury foreman. Several individual members of the Grand Jury approached Stich as he was packing up his evidence and said they felt that he was revealing serious problems. But their lack of sophistication kept them from seeking further evidence.
  
  
• Because Stich had made many real estate investments as an airline pilot that made him a millionaire, he did not have the financial need to back off, to abandon his federal job requirements as other inspectors were forced to do. They had to remain quiet or suffer personal and financial retaliation. Stich decided to quit the FAA and try to expose the aviation corruption from the outside as a private citizen.
  
  
• Stich filed federal lawsuits in the U.S. district courts seeking to expose the federal corruption that he and other inspectors and CIA whistle-blowers had uncovered. In the first two lawsuits, the federal judges sympathized with Stich, ignored the federal laws requiring them to allow the case to proceed, and then dismissed the lawsuits. This practice made possible the continuation of the air safety and criminal activities and led to other crashes.
  
  
• Stich published books, the first one, in 1978, being the first edition of Unfriendly Skies (which is now in the third edition). The purpose of the books were to inform and motivate the public. He appeared as guest and expert on over 3000 radio and television shows during the past 18 years. Television networks from Germany, Holland and Mexico have flown camera crews to the United States for the sole purpose of interviewing Mr. Stich.

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Joined by Dozens of Other Government Agents

• His aggressive exposing of serious corruption implicating federal officials exposed further government corruption. In addition, other federal agents started revealing to Stich the corrupt activities of federal personnel in other areas. This information and documentation provided caused Stich to write other books, again attempting to inform and motivate the public to exercise some form of personal responsibility.
  
  
• Over a period of years, since the mid-1980s, these sources included agents of the CIA, FBI, DEA, ONI, Customs, INS, and other government agencies, and other insiders. Today, his sources number in excess of fifty and continue to increase.
  
  
• In the 2007, Stich published an updated 4th edition of Unfriendly Skies: 20sth & 21st Centuries, and Defrauding America, in the fourth edition, and in two volumes.
  
  
• In late 1999, Stich published another book focusing on the corrupt war on drugs, called Drugging America, A Trojan Horse.
  
  
• During this 30-plus years of fighting a David versus Goliath action against corrupt federal personnel, Stich suffered incredible retaliation from corrupt government personnel, and especially corrupt Justice Department personnel and federal judges (assisted by California judges and a covert CIA law firm). By the corrupt misuse of federal office, Stich was stripped of his life’s assets, which in 1987 consisted of $10 million in real estate (of which $6 million was equity). His home was taken and he was ordered out of it, his various businesses that funded his exposure activities were taken, along with his twin-engine Beech Twin Bonanza aircraft and all of his assets. These acts were intended to strip him of the assets that funded his exposure activities.
  
  
• During this saga, virtually no one provided any assistance, despite the fact that his battles addresses major national issues that were inflicting great harm upon the entire country. The only financial help came from people whose numbers could be counted on the fingers of one hand. So much for risking everything in an idealistic effort to fight arrogant and vicious enemies.

Stich’s plane (Beech D-50E Twin Bonanza), before federal judges took it, his home, his businesses, his properties, his assets, his sole source of income, in a bizarre scheme to silence his exposure activities.

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Throughout a great part of the traumatic attacks upon Stich, he had one very loyal companion, his only loyal companion. He was also physical protection when several of Stich’s sources of information were killed or found dead under mysterious circumstances. That companion was Midas, his German Shepherd.

After over ten years of companionship, which provided considerable support to Stich during great personal and financial losses, Midas passed away on April 3, 1997. Unless one had that kind of relationship with a near-human-like four-legged creature, during such difficult times, that bond may be difficult to understand. At Midas’ death, grief-stricken Stich wrote a short memorial for Midas:

Good bye, old pal, you’ve been my closest and most faithful companion for the past ten years, sticking with me through very difficult times. I will always remember my German Shepherd, Midas. Your loving friend, Rodney.

Tip for Anyone With Heart Problems

Stich had a multiple bypass operation in 1985 for nearly total blockage of several coronary arteries. The bypass operation was successful, and remained successful for 15 years. In 2001, Stich experienced angina, even while not exercising and was admitted to the hospital. An angiogram revealed that his left main coronary artery was totally blocked and the vein bypass for that artery had failed. Normally, this would have resulted in death. He was hanging on to life by the development of small collaterals or arterioles.

The medical team told him that a second open-heart surgery was not feasible, and that stents were not possible because of the small size of the available arteries. All they could do was prescribe a nitro patch to apply every morning to reduce the severity and frequency of angina. Lying in the hospital bed and being advised of his condition, it looked to Frank that he didn’t have long to live.

On his own, Stich learned, not from any doctor but from another source, that there existed EECP (Enhanced External Counter Pulsation) treatments that stimulated the growth of arterioles or collaterals to augment or replace totally blocked arteries. This treatment is medically recognized throughout the world, and used in major medical centers. Strangely, most doctors were unfamiliar with the treatment.

Stich, living in Walnut Creek, California, requested this treatment from the cardiologist at his HMO provider. The treatment was approved at no cost to him. He also learned that Medicare approved the treatment as well as most health insurance companies and other healthcare providers.

The treatments consisted of 35 one-hour sessions during which he lay on a padded table, with cuffs wrapped around his legs and lower abdomen. These cuffs are something like the cuffs that are wrapped around a person’s arm when taking the person’s blood pressure. The cuffs are inflated and deflated in synch with the beat of the person’s heart, and causes an increased pressure on the blood going to the heart. This has been found to stimulate the development of little arterioles that augment or replace blocked arteries, resulting in decrease or elimination of angina, elimination of drugs, increase in exercise ability, and improvement in the quality of life.

To pass time during treatment, Stich listened via headphones to radio programs that kept him informed on world events. Some people listen to audio books, and others listen to music.

He found all these benefits to be true. In his case, the improvements were very noticeable. He went from a physical stage short of death, to where he was able to function more like a normal person. He also noticed a significant drop in his high blood pressure, which has been as high as 180 mmHg.

About two years later, Stich felt that the benefits were slowly eroding, causing him to again request authority to undergo another series of 35 treatments. Again the benefits were felt.

Stich felt that accompanying the treatments with almost daily exercise on the treadmill was beneficial. This treadmill exercise also showed him the improvements that followed the EECP treatments. Stich was 80 years of age when he accomplished the first series of EECP treatments and then 82 when he did the second series.

Besides not being suitable for open heart surgery or stents, Stich was not eager to undergo invasive treatments, even if he had been physically suitable. Open-heart surgery has its risks, and stents sometimes result in blood clots, which are sometimes fatal. Further, stents often last for a limited period of time, resulting in their replacement, or a condition where replacement is not possible.

One thing that surprised Stich was that almost none of the doctors that he talked to had even heard of the EECP treatment, including the doctors in the hospital who had described Stich’s dismal coronary condition.

These benefits caused Stich to make other people aware of the benefits, especially for those facing death. The Internet site, heartsurvival.info, was one of the methods he used to made this information available to others. It can be found on the Internet Wayback machine, archive.org:
web.archive.org/web/20150904190201/http://www.heartsurvival.info

As a former pilot, Stich thought that pilots undergoing EECP treatments might be able to avoid open heart surgery, and possibly eliminate being medically grounded by the FAA.

Additional information on the massive amount of corruption in the three branches of government discovered and being reported by a group of former and present government agents:

• Chronology of decades of corrupt activities by the CIA, U.S. politicians, and other members of the system, as described in the book, Defrauding America.
• Chronology of the arrogant and corrupt war on drugs - against the American people - as described in the book, Drugging America.
• Chronology of arrogant and corrupt activities in the deadly politics of aviation safety, as described in the book, Unfriendly Skies.
• Chronology of covert and corrupt activities in which the American people suffered the consequences of blowback, as described in the e-book, Blowback, 9/11, and Cover-ups.
• Story of a CIA operation based in Honolulu and its titular head, who was made a scapegoat by CIA and Justice Department personnel and a federal judge, after its cover was blown, and as described in the e-book, Disavow.
• Order any of the print or E-books.