My urgent request for you to write the DOT OIG and your Congressional representatives follows this detailed account from me on the corruption I have witnessed at Boeing and the FAA, which I was preparing to make public when Boeing intentionally tried to "pull the plug" on my attempts to bring them, and the FAA that serves their corruption, to justice, by terminating me:
My name is Gerald Eastman. To my knowledge, I was quite possibly the last true inspector at Boeing (hence, this site's title), although even I, unquestionably the most thorough inspector in my Division of the Boeing Company, was forced to rollerstamp work as acceptable by my corrupt management without the required inspections during my work as an inspector at Boeing Commercial Aircraft (BCA).
On May 23, 2006 I was terminated from The Boeing Company for collecting information for a report I was writing to the Department of Transportation Office of the Inspector General (OIG) concerning the rampant corruption ongoing within the Transport Aircraft Directorate (TAD) of the FAA that allowed the corruption that I witnessed every day as an inspector at Boeing to exist, and for my previous reporting to the relevant governmental agencies of other corruption within Boeing affecting U.S. National Security concerning Boeing's illegal export of controlled military technology to proscribed countries (current and potential enemies of the U.S.) which those governmental agencies are now investigating.
Interestingly, during my interview on 5-19-06 by the Boeing Corporate Investigator in charge of the internal investigation of me and my
preordained retaliatory termination from the company, the Boeing Corporate Investigator described Boeing as "the most arrogant company on the face of the planet." And this comment from the Corporate Investigator was made just a few weeks ago, years after Boeing's much self-publicized supposed "ethical reforms." During the interview, I was told other inspectors at Boeing had made similar complaints to mine about corruption in Boeing's quality assurance departments.
While, before this revelation, I thought I was pretty much the only inspector brave enough to risk their livelihood in order to try to reform Boeing's Quality System from its current corrupt state because I knew of no one else that was doing so, it was even more disappointing finding out then that many other inspectors at Boeing had also tried to do so, yet the Quality System at Boeing still intentionally remained corrupt at the "most arrogant company on the face of the planet," thanks to Boeing inaction on those complaints and termination of those inspectors like me who did not cease to raise complaints and continued to gather data on Boeing's arrogant flouting of laws and regulations.
Although I had seen extreme hypocrisy before (especially in the political arena), I had never seen such hypocrisy as Boeing exhibited when terminating me, by their attempting to protect themselves from criminal investigations of the utmost severity by having me criminally investigated for attempting to collect information for those investigations.
Again showing their willingness to do anything except tell the truth to protect their own corruption, Boeing did not tell the police they reported me to the only reason I was continuing to collect data--that they knew I was a "whistleblower" and was continuing my efforts to bring them ultimately to justice. The police detectives who interviewed me were oblivious to my current and past history as a whistleblower at the company, despite their working with Boeing for around two years up to that point investigating me for what Boeing told them was simple "data theft" despite Boeing's knowledge of my past and continuing whistleblower status they intentionally withheld from authorities in order to have me falsely arrested before I succeeded in having any of their fiercely protected corrupt personnel rightly arrested.
I don't personally blame the Seattle Police Department (SPD) for my false arrest. After all, it was Boeing's lies and withholding of essential information from the SPD that resulted in my false arrest for my continuing efforts to attempt to protect the public from Boeing's continuing corruption.
In 2002 and 2003 I had submitted reports on the corruption in Boeing to the FAA. But, after going up the chain-of-command to the top of the FAA to get my reports investigated, corruption within the FAA's TAD prevented any real investigation to take place into the numerous serious safety related items in my report and the central item I wanted investigated and fixed--the corrupt Quality Assurance Management at Boeing that purposely allowed such items to deliver to customers and allowed the related rampant rollerstamping by their inspectors to exist, placing cost, efficiency, and schedule conformance over ensuring the quality and safety of the airplanes Boeing built, which was supposed to be their true jobs per the laws, regulations, and FAA approved internal procedures.
Also in 2002 and 2003, just after the TAD refused to do a real investigation of my report and thereby allowed massive noncompliance to continue to exist in what was left of BCA's Quality, Safety, and Reliability assurance processes, I attempted to get Boeing to end the corruption themselves by trying to get Boeing World Headquarters personnel (whom I originally naively thought had no knowledge of the massive corruption going on in BCA Quality Assurance Management) to do so voluntarily, despite the FAA's unwillingness to make Boeing do so because of their own corruption.
In 2002, I sent my report to Boeing's Chief Counsel at Boeing World headquarters in Chicago, Doug Bain, requesting that his office investigate the report and correct the corruption in BCA Quality Assurance Management despite the FAA's sham investigation that resulted in only temporary reforms to a few of the items in my report, while allowing the central noncompliance in my report--corrupt BCA Quality Assurance Management--to continue unhindered.
Mr. Bain assigned (in retrospect, quite ironic) the same Boeing attorney that "investigated" the stealing by Boeing of competitor's competition sensitive data for the EELV program, Mark Rabe, to "investigate" my allegations.
Mr. Bain was so concerned by the allegations in my report, that he hopped a corporate jet to fly to Seattle, although Mr. Rabe stated that my matter was not the only reason Mr. Bain almost immediately had hopped that jet after my correspondence to him.
A few weeks went by before Mr. Bain and the Boeing Legal Department made their decision on my request. Unsurprisingly for such a "rotten (corrupt) from the head down" and "arrogant" corporation, it was decided by the Boeing Legal Department to do essentially nothing, and instead side with the FAA's biased against public safety non-investigation of my report that continued to foster the "working together" relationship of corruption between the FAA and Boeing that enhanced Boeing's bottom line by placing the flying public intentionally at greater risk.
Again, after another sham investigation into my report by the FAA that I managed to get launched in 2003 after Boeing Corporate's failure to act, I contacted Mr. Bain again one last time imploring him to urge the company to end the criminal activity and corruption in BCA Quality Assurance Management before my next obvious step--going public with the story to get public help in ending the corruption within the FAA, and therefore ultimately Boeing once they were under effective and honest oversight of the FAA at last.
Just as in 2002, Mr. Bain took my correspondence very seriously, as he obviously knew the validity of the corruption my report detailed, and the consequences it could have for the company if I succeeded in getting enough public pressure to get the FAA reformed enough to end the corruption at Boeing. He took it so seriously that he actually traveled from Boeing World Headquarters in Chicago to my workplace, which was the equivalent, analogy-wise, of Bill Gates coming to my own house to figure out and fix personally what was wrong (hypothetically, in this case) with the Microsoft software on my computer. It was the end of my shift on or about 10-2-03, when I hopped in my Tahoe in the Propulsion Systems Division (PSD) of BCA parking lot and started to drive toward the gate. I drove my Tahoe, characteristically belching a little blue smoke, by a group of three nattily dressed men facing each other talking in the parking lot as I passed the Northeast corner of the factory. I recognized two of the three men--one was Mark Rabe (as I would later confirm, as I didn't know what he looked like and only suspected it was him at the time), and the other was Doug Bain. Of course, they obviously knew who I was as I drove by. Mark Rabe seemed amused at the situation, but Doug Bain had a "deer in the headlights" "caught with his pants down" look on his face as he watched me watching him as I drove by.
However, Doug Bain's presence at my work did not change anything. It is my belief they were only gathered at my work to gauge whether or not, by their first hand viewing of me surreptitiously (except when I unexpectedly drove right by them) at work "live," I would go public with the story of corruption at Boeing as I had said I would do if they did not act to end that corruption first.
I received a call from another Boeing attorney that told me, in no uncertain terms, that they had decided to do what they had done in 2002 about the situation--essentially nothing. The attorney basically dared me to go public, telling me "you gotta do what you gotta do." I tried to impress upon her the seriousness of the situation just before she hung up on me. "This is worse than Enron," I said.
I didn't get to say why the situation at Boeing was worse than Enron before she hung up, but it should be more than obvious. Sure, people lost their livelihoods and money because of Enron's corruption. But Boeing's corruption was and is much worse, threatening not only to take away people's livelihoods, but people's very lives themselves as well.
In the end, I found that no reforms at Boeing would be possible until the FAA itself was reformed and began once again to serve their exclusive duty to protect public safety by performing unbiased and honest oversight of the Commercial Aircraft Industry.
Although I heard rumors once years ago that Quality Assurance Supervisors existed at Boeing that did not agree with sacrificing airplane Quality and Safety to Efficiency, I had never seen or worked for one personally. I do know there are still a number of good inspectors at Boeing that still labor to try to do their critical jobs despite unethical Quality Assurance Supervisors who continue to try to destroy the Quality System around them as they try to perform their jobs as well as they can despite the corruption around them.
I am asking for your help in requesting that the Inspector General, Calvin L. Scovel , perform an immediate and thorough investigation into the corruption in the FAA noted in my report to his office on June 9, 2006. Please use the below links to write your state Senators and Representative(s) and the Inspector General himself requesting such an investigation. The lives of those who fly on commercial aircraft depend on your doing so immediately. Even though it is the end of August, your doing so now can be critical in getting the OIG to take on the tough task of routing out the corruption at the FAA that currently prevents compliance with critical quality, safety, and reliability requirements at Boeing before airplanes are delivered to commercial and military customers.
Contact Inspector General Calvin L. Scovel - https://www.oig.dot.gov/about-oig/contact-us
Contact your Senator or Representative(s) - http://www.contactingthecongress.org/
The Last Inspector