"On  October 9, 1990,   ALPA submitted . . .  Petition  . . .                                   consists of 116 pages    and claims . . .

          all  parties  . . .     erroneously   assumed

        that   the No. 7  leading edge   slat  . . .  was

                                   the   initiating cause   of the accident. . . .

 The response   to  the ALPA petition   is

                     being handled separately

         in a manner   independent of    the subject

                                  petition from Captain Gibson. . . ."        

[On May 4, 1995,   NTSB  finally   acknowledged   receipt  of  this  petition,

confirming that  years earlier  

NTSB  staff   had    buried   ​ this Petition.]

The NTSB  staff-managers    elected to keep  this  main  Petition  buried:                  

NTSB  never  responded  to  this   "alpa"  Petition  from  Oct' 1990. 

       

_Av-Week_, July 3 1961 : Board may deny substantive rights

"… October …  1990 . . .  

       ALPA’s  second   Petition for Reconsideration

              was ready  for submission.

   John  Rohlfing  …   was eager to present  the Petition   to the NTSB....  

      he flew to Washington D.C.,   to hand deliver it…..

                  he had   several copies  of  the petition   with him … 

…  arrived in Washington.    He told  the secretary who … and why  they were there.


  The men were then escorted into   the offices of   Ron Schleede,

                            the   Chief of   Major Aviation Investigations     at the NTSB.

“Rohlfing  was  incredulous….


  [
Ron Schleede]      ... whose job it was to

     make sure   that accident   investigations

                     were     competent    and     fair

         was    ready to discard …  years of hard work

                          without looking at it….    

from   Captain  John  Rohlfing's   recollections,  

          of    NTSB-staff's  response,

 to the initial "alpa"  Petition for Reconsideration,

       detailing   Yorke's refutation of   The Boeing Scenario .

              [Corsetti,   Scapegoat,    pg.   318, 335,  336.]

NTSB  AAR-81-8

June 9th,  1981    

pg - by - pg   images


pdf

707 exemplars -- page jump
Page-22, attorneys' petition, dated 2May91
Ron Schleede, an NTSB Staff-Manager

   Mishap    investigations

Yaw x Roll =  DIVE !

  --   1990   through    1999  --


Refresh  your  awareness   of    events

        forcing  NTSB's   investigative-  mistakes,

   with    TWA841    and     AA191  

               during  the spring and summer  of  1979 

             [to appreciate   the stress   on NTSB-managers].


On June 6th, 1979  

FAA  "grounded"  the DC-10 ,

and  NTSB made a deal

                               to solve their lingering  B-727 mystery.


    = = =   

Carefully  fit  together  the  upset  lessons  of the 1990's:  

         with the  recurring   rush-to-judgement ,

             bandwagon   or  ​domino effect ,

      investigator-distractions             

misleading NTSB-staff managers .


The   mind-set  of   NTSB  staff-managers'    evolved:


Lacking any training   in the historic

       failure-interactions  earlier in the jet-age,


NTSB  favored  Boeing's "analysis"   and   "simulation"

                      concluding  mountain-rotor or,

   human-factors,   and   pilot-suicide


For most of the 1990's   NTSB  

     rejected  any suggestion  of  "discrepant rudder"

          as a possible source  of  a sudden  rolling-moment.  


 - - -

Aviation Week,  July 3, 1961 :


Reporting on the criticism by

            Senate,  committee-staff,

              in late June 1961,

"... proposal   ...  allows CAB

        members   to  delegate   so

 much power   to   subordinates  that  

     persons  dealing with  the board

may be denied 'substantive rights'....

       it is neither desirable

          nor in the public interest

to permit such functions to be

             delegated to subordinates . . .

Page-2, attorneys' petition dated 2May91
B307 Strat' pg-jump
button --> NTSB's Cover-up

... Kampschror denied this...

but under cross-examination ... the Boeing expert ... admitted that    on  June 6, 1979  ...


 NTSB's   Kampschror  

 asked  Boeing  to propose ...   description  of   what had happened.

Page-21, attorneys' petition, dated 2May91
Page-33 bottom, attorneys' petition dated 2May91


  1990   --  1991  --  1992  --  1993  --  1994

     1995   

  NTSB  staff-managers    Buried    those   Petitions

1990    and    1991


 Multiple Petitions  Filed  against  

                                         NTSB's    AAR-81-8  


Page-33, attorneys' petition, dated 2May91

After   Yorke's  refutation  of   NTSB-AAR-81-8   [ The Boeing Scenario ] ,

      those    three    Petitions for Reconsideration

               had been  accepted  by  NTSB     in  1990  and 1991.

Pg-7 Capt's Attorney's Petition, 2May91
Pg-32 Attorney's Petition


  1990   --  1991  --  1992  --  1993  --  1994

     1995   

  NTSB  staff-managers    Buried    those   Petitions

  "... a few talented pilots,  engineers,   and aircraft accident investigators . . . 

          their refusal    to cynically accept     the corruption of their craft . . ."
   ". . . do we need   a public agency   like the NTSB . . .
?"

Inside NTSB,   

   staff-managers'

      Procedural  Non Compliance:


          After years  of  delay -- 

violating  their  Rules of Practice  §845.41(b),

                                  ignoring  NTSB's  MIM 4.15  --    



In  early 1995,   facing  that  court challenge,

    legal (court)    petition  for   Mandamus    dated January 13th, 1995,

         NTSB   staff-managers  finally responded  only

                           to  the  Attorneys'  ntsb- petition [2May1991].

NTSB  staff-managers conveniently  ignored   the more detailed  "alpa"  Petition,  
            acknowledged by NTSB as
                                    "received"   in   October 1990.

NTSB   staff- managers   erroneously  told the court that the two

       other  petitions-cited    would  be     

 "handled  independent  of                                          
               the subject  petition from Captain Gibson. . . ."
   

NTSB  staff-managers have  NEVER  acknowledged their  errs  in   AAR-81-8 :

no errata-sheets,    no revision,    NO retraction.

B307-Strat' pg-jump
Attorneys' Petition _HG_Gibson
Page-6, attorneys' petition dated 2May91
John Rohlfing, TWA-alpa, Accident Invesigation


Petition of Captain H.G. Gibson 


  First submitted  to   NTSB  on    May 2nd,    1991;

                 by   three attorneys, 

                                      against NTSB's AAR-81-8. 

Then  after  years of   NTSB  refusal to respond,    attorney's    submitted  it   to courts     for legal intervention.



This Petition served as: 

  ---  an 845.41-Petition for Reconsideration

                            directed at USA's NTSB AAR-81-8;

  ---  and as  the source document for

                            court action against NTSB's persistent negligence.


This Petition (dated 2May91), collated by attorneys,

                                                differs from other petitions: 

This includes records from post-accident court trials.   It offers testimony from Boeing engineers who created the written draft of The Boeing Scenario.   And this petition offers testimony from the NTSB's Investigator-in-Charge (IIC)  "Dean" Kampschror.  


In addition, this petition offers a 

        forthright   account of NTSB's investigative biases,  mistakes.

Investigators  (instructors and students)   can learn from  NTSB mistakes.  

 This   petition   includes a nice essay about

      "the corruption of the craft"    of mishap-investigation, and

                             the  professional outrage against  NTSB corruption.  



  John  …   handed     Ron Schleede  a copy   of    the Petition.      

After flipping through the document   and   appearing   indifferent    to its contents,

                                                                      Schleede   set   the petition   down on his desk.

         [Schleede]   said  something about   being  very busy and  not  having  much time  to look at it."

1990    -->  1991   -->   1992   -->   1993   -->   1994

  -->   1995               

         NTSB   staff     buried   the Petitions

   against  their AAR-81-8

 

  ? Err recognition?     ?

               -- Learning   from   mistakes?

                           --   inside   NTSB


Acknowledging  NTSB err :  a  proposed section in AAR

​           

Tax payers'  investment in a new 

        NTSB Training Center --  but  no err recognition,  

                                                      no  instruction on investigator-err,

no  schooling  on  scientific misconduct.    


Page-8, attorneys' petition dated 2May91

In Oct'  1990,     John Rohlfing       (from TWA-alpa)

     HAND-CARRIED  that     "alpa" Petition    around

             to NTSB- Board Members,      AND      

                                               to   NTSB's   staff-manager  Ron Schleede.

Sci-Misconduct Taboo Issue ?

the   slice  to  vertical

Yaw x Roll =  DIVE !

  --   1990   through    1999  --


In  October  1990  Yorke's  refutation   of   The Boeing Scenario

           was formally  presented to NTSB.

The   Air Line Pilots Association,   Aircraft Accident Department,

   led by  Harold Marthinsen,   sent  copies  of that  "alpa" Petition

      to its  pilot-investigators,   offering Yorke's  powerful insights

                                                about   "discrepant Rudder" upsets;

sourcing the obvious effect (roll)  to    Beta (cause)

explaining   the slice  into a steep dive  event                  

without any  A.N.D.  pitch-moment.    

Before   the B737  upset   at Colorado Springs,

           alpa's pilot-investigators  had been taught about

                   upset lessons:  the cause-effect entanglement,

                            misperceptions,  in  discrepant rudder  upsets.


On  March 3, 1991  a  Boeing 737-219,  N999UA 

                    upset-DIVE-impact near Colorado Springs:

 -- the  early  mountain-rotor  theory, Boeing's simulations;

​ --  the  16July92  Rudder-Pedal  delay at ORD;

 --   NTSB's  4Aug92   reprimand (after a Rudder theory);

 --   Boeing's  8Oct92 meeting, "we have a problem";

 --   NTSB AAR-92-06,  dated 8Dec92   (with  no Public Hearing)



May 28, 1991  Lauda B767  violent inflight upset,

                                      inflight breakup,    Thailand.


June 6, 1992 Copa  B737-200 upset- dive- inflight breakup.


April 11, 1994   Continental  B737-300

                                violent roll upset, loss-of-control.


September 8, 1994   US Air    B737-300  N513AU

                                  upset-dive- impact.


Tuesday, October 29th, 1996   B737  ground-test,

    at the Boeing Flight Test Center (BFI)

       Jim McRoberts  discovered a flaw

            in the ship's  Rudder Control System.


December 19, 1997   SilkAir   MI185   B737  

               CRZ   inflight upset,  dive, inflight breakup.

   --  NTSB's  11Dec2000  arguments against  the Indonesian AAR,

             asserting instead  Boeing's claims that

                  the Asian pilot (non-white) had caused  a suicide-murder ,

​                      as AAR  Appendix N,  signed by Chairman Jim Hall.



March 24, 1999   NTSB-AAR-99-01,

          final  report on B737 accident of 8Sep94

                       also  included  NTSB's  implicit  retraction of  the AAR-92-06.


March 27, 2001   NTSB-AAR-01/01,

               "amended"   the earlier  AAR-92-06;

                      AAR-01/01    P.C. = "... rudder surface  ... deflected

                                                               ...  direction opposite ..."

​​.

The   next   web-page :

  NTSB   staff-managers'

  1995   Cover-up  Phase.   

Page-9, attorneys' petition, dated 2May91

 ". . .   On   December 2, 1991,   Trans World Airlines,  Inc.,   filed a petition . . .

TWA’s stated purpose of the petition was to

 'finally  put to rest  the questions-raised   in   the  petition of Captain Gibson...'  

The  TWA petition  is also   being handled  independent  of

the subject  petition from Captain Gibson. . . ."      

       [NTSB   acknowledged   the Petition from   the airline,  May 4,  1995]

Correcting the Science Record - jump pg
Page- 20, attorneys' petition, dated 2May91
Page-1, attorney's petition dated 2May1991

10

Page-5, attorneys' petition dated 2May91
AAR-81-8, pg-1
cover-page, attorney's Petition (to NTSB then to courts)

Failure - Interactions

After years  of   NTSB  non-compliance  with  their own  rules 

       on   handling   Petitions for Reconsideration,

                the   mishap-pilot     elected to   PAY    for  outside   legal  intervention,

                                                                                          into the   NTSB's  hidden  process, 

                                 hoping  to   correct    errs   in  NTSB AAR-81-8.

On   January  13th, 1995,     the pilot's  attorneys    filed  legal action against  USA's  "independent" Safety Board.


              1990    and    1991


  --  Multiple    Petitions    Filed  against  

                                         NTSB's    AAR-81-8