The criminal acts perpetrated every day at Boeing in QA inspectors' falsifying of paperwork certifying that work they "inspected" on Boeing airplanes that day was fully inspected per engineering drawings, specifications, and planning and passed that detailed inspection they never performed is truly staggering.
Very few of the jobs bought off by inspectors at Boeing are fully inspected per Boeing's FAA approved QA requirements and procedures. The vast majority of the jobs Boeing inspectors buy off every day are rollerstamped to extreme levels. Instead of the detailed inspection noted above that is required, most jobs at Boeing only get a "shakedown-type" inspection, if that, before QA buyoff.
This was the typical rollerstamping fraud I witnessed and was pressured to take part in at Boeing's Propulsion Systems Division (PSD) when I was there, before PSD was merged in with the Renton and Everett, Washington factories.
Rollerstamping inspectors there would never perform the detailed inspections of every job that was required before the final inspection of the whole turbofan Engine Build-Up assembly (EBU), the shakedown inspection job.
Instead, they would leave all of the jobs that were supposed to be inspected in detail per drawings, specifications, and plans open, instead of detail inspecting them all in sequence as they were completed by mechanics before the shakedown inspection as was the QA system requirement.
Rollerstamping inspectors, with full backing from our corrupt QA management, just did the shakedown inspection of the entire EBU (in as little as seven minutes), if that, and then would buy off all of the jobs that required detailed inspection, just based upon the cursory non-drawing, non-specification, non-plan shakedown inspection alone.
On 737 EBUs, there were 13 or so jobs requiring detailed inspection, and one shakedown job that was only supposed to be done when the other 13 jobs' detailed inspections were done.
A 737 EBU consisted of the seven million dollar or so CFM turbofan jet engine "core," as received complete from CFM, plus engine mounts, the exhaust plug/sleeve, the inlet, and pneumatic, electrical, and tubing systems added by the noted 13 or so jobs. Two of those EBUs were the only thing preventing the Boeing 737 you mistakenly board from being a glider of doom.
As noted, rollerstamping inspectors at Boeing's PSD, when mechanics were done slapping the parts Boeing added onto it, performed a seven minute or so shakedown inspection of the EBU and then rollerstamped the 13 or so jobs off requiring detailed inspection before the shakedown is even done based on just the shakedown inspection, which is a non-drawing, specification, or plan inspection of the entire area to find defects that were somehow missed during the never done at Boeing detailed work instruction inspections.
Boeing's PSD was a Boeing "lean manufacturing" early implementer, and this rollerstamping instead of actually inspecting the 737 EBU before delivery to the factory for installation on the airplane made production flow much smoother, since 90% or so of the required detailed inspections of those EBUs were "leaned out" of the production process as noted.
I, of course, pushed back at this, and insisted on performing a detailed inspection of the most complex job on an EBU--the wire bundle job, before I would do the shakedown inspection. But, of course, the Boeing QA system is so corrupt that even I, the self named "Last Inspector" at Boeing, still had to rollerstamp to some extent to keep from being written up and terminated for being slower than the full-on rollerstamping inspectors. I would study the drawings and work instructions between inspections, so I would not place a further target on my back for my corrupt QA management for referring to them during inspections.
Hence, I don't believe an inspector exists at Boeing that doesn't rollerstamp, unless they are assigned to inspect very simple things, like detail parts in one of the few such places Boeing owns that does that kind of production, like Boeing's Auburn, Washington plant(s).
Corrupt Boeing QA management has a system to remove inspectors who insist on inspecting work per drawing, specification and plans as required by Boeing's FAA approved but rarely followed QA procedures. I know, as they used these methods on me. They pull the inspector off the production line if they inspect anywhere near the required detail, and find too many defects during their inspections. They put them in a make work job rewriting procedures that will never be approved or used, transfer them to another non-production site, or assign them to try to find inspections on the plans that can be deleted, among other things.
But, I digress.
Corrupt Boeing management and QA inspectors never have to worry about it, because the corrupt FAA will cover for their crimes, and never refer a Boeing QA manager directing rollerstamping or a line inspector caught doing rollerstamping to Federal Law Enforcement, but rollerstamping is a serious crime--a felony, in fact. Per 18 U.S.C. 1001(a)(3), each count of rollerstamping (falsifying inspection records) carries a sentence in a Federal Penitentiary of up to 5 years. In addition to prison, per 18 U.S.C. 3571, a fine of up to $250,000 per count for inspectors, or up to $500,000 per count for Boeing managers directing the fraud, can be assessed by the judge.
Interestingly, Boeing itself alternatively could be fined up to twice the amount they have gained via this fraud. I believe that Boeing gains hundreds of millions of dollars a year through this fraud, if not a billion dollars or more, due to the lower labor costs, faster production flows, and lower replacement part costs enabled by allowing defective parts and installations to deliver un-reworked and/or un-repaired on Boeing customers' airplanes through this fraud.
If somehow Boeing itself was fully brought to justice for this fraud over the maximum five year Statute of Limitation, Boeing could be fined 5-10 billion dollars or more, I believe. Still chump change to the criminal ring (Board of Directors) that runs Boeing.
But, in order to get a reasonably accurate amount of money that Boeing gets from this fraud per year, somehow rollerstamping would have to be eliminated from Boeing for a year and then production costs compared to prior years. Very little chance of that happening any decade soon.
Let's just focus on the years of prison sentences Boeing QA inspectors would get if they were fully brought to justice for just one day of their falsification of inspection records (rollerstamping) for corrupt Boeing management.
As accurate figures are not available, I'll use the 60,000 to 80,000 pages of work instructions Boeing Commercial Airplanes (BCA) printed per day in 2006 to figure out how many jobs per day inspectors at Boeing rollerstamp instead of inspect.
Of course, that was back when Boeing had paper work instructions. But, even though work instructions are now electronic and may be more pages due to new things such as pictures or figures being included, the electronic and the paper versions should roughly equate as far as the number of separate work instructions and the work those instructions document goes.
Back to calculations, that averages 70,000 pages of work instructions produced per day. That includes one "work copy" and one official copy that is retained in completed records once completed. So, the official work instructions number 35,000 pages per day when the work copies are eliminated.
Then we have to allow for production increases since 2006, where the numbers of jobs rollerstamped per day should have increased in line with the increase in annual production numbers. 2006 deliveries were 398. 2017 deliveries were 664. So if we multiply 35,000 by 664/398, or approximately 1.668, we get the equivalent job pages in 2017, which is 58,392.
Here is where we need to guesstimate more than before, estimating how many pages each work instruction is on average. Luckily, as a Boeing mechanic and inspector for almost twenty years, I've seen thousands of work instructions myself. The jobs have the work instructions, list of parts installed, and drawing list required, as well as space for process and final buyoffs for mechanics and inspectors. Three pages would be at the very bottom end per work instruction (job). A complex job would be nine or more pages, I believe. So, let's split the difference at six pages per job, on average.
Since we are only being approximate due to a corrupt Boeing Company that likes to keep many things--even banal things like jobs bought off per day, or more important to the public, like employment levels--secret, let's round off the number of job pages rollerstamped by Boeing inspectors per day to 60,000. Then, dividing that number by the average pages per job, we get 10,000 jobs rollerstamped per day across all of BCA. Seems kinda high to me, but it could be relatively accurate, across the whole commercial side of the company.
In Boeing's corrupt production system, the racket works like this--mechanics slap together parts as fast as possible and try to "sell" as many of the jobs they do in their shift to rollerstamping inspectors.
I was never a management suck up, but if you want to ingratiate yourself to your Boeing boss, you try to "sell" as many jobs per shift as possible, regardless of the quality or completeness of the work that job was written to do. Industrial Engineering used to put out charts that mechanics used to color in as work on the job progressed on horizontal "bars", and would "X" out a job on the bar when it was finally bought off by inspection. Thus, your manager could see your progress throughout the shift. Usually a mechanic was assigned to one bar or package of jobs per work shift, but on overtime and weekends, mechanics could essentially fellatio their boss by picking almost complete jobs, completing them as fast as possible, and selling them to inspectors. When they had a choice, they would get the most rollerstamping inspector in the area to "inspect" and buy off their jobs.
In this way, a lowly mechanic could capture the attention of their boss as the person to assign to get jobs bought off by inspection the fastest. Enough of this type of pandering to your boss's most corrupt desires, like getting jobs bought off regardless of their quality or completeness, and you could be given the "team leader" job, just one step from being in the Boeing management crime family yourself.
The Boeing production system is so corrupt that even inspectors themselves take part in this, as QA management essentially reports to and is subservient to Manufacturing managers who are judged on how many jobs they sell before their time of completeness. I saw this at Boeing's PSD, where inspectors boasted about how many jobs they bought off in the shortest amount of time. Boeing PSD QA was essentially shipping assurance, not Quality Assurance, taking more pride in getting the EBUs and struts that attached them to the wing out the factory doors on schedule than Manufacturing itself.
Back to the calculations. I'm willing to allow that 20% of jobs may actually be OK even though they were rollerstamped, as there are many good mechanics at Boeing that do their jobs to the best of their ability not just because that is their ethic, but also because they know that inspectors will just rollerstamp the work instead of actually inspecting it and catching their mistakes. Of course, the less the work the job covered, the more likely it is that the work wasn't defective when it was rollstamped.
So that leaves "only" 8,000 jobs per day that are rollerstamped by Boeing inspectors that likely contain defects that could be evidence for prosecution of the inspector rollerstamping them if the FAA audited them and referred them to the FBI for prosecution.
So, in the end, that means that rollerstamping inspectors at Boeing commit enough felonies per day via that rollerstamping to collectively be sentenced to up to 40,000 years in prison, and collectively fined up to two billion dollars per every day rollerstamping!
This kind shows just how serious these felonies are at Boeing, even without addressing the possible manslaughter charges for the minimum 750 people that were killed in Boeing airplane crashes because of that fraud.
But whether it is "only" 5,000 years of incarceration worth of fraud that Boeing inspectors commit per day via rollerstamping or 40,000 years, the number is essentially moot, because in our corrupt government, Boeing regulates the FAA, not the other way around. And the absolute last thing Boeing wants their FAA to do is to refer Boeing QA inspectors and QA management and other Boeing management involved in this fraud for federal prosecution.
The FAA actually goes to extreme measures to allow this rollerstamping fraud by Boeing, such as the December, 2016 agreement with Boeing to allow Boeing to commit QA fraud for up to five years without fear of having to actually comply with FAA approved QA procedures or supplier audit requirements during that time.
So corrupt Boeing management and inspectors can breath easy. They won't have to spend the rest of their lives in prison and sign all of their homes and other possessions over to the government for the fraud they direct and commit every day. Corrupt Boeing management, all the way up to the Boeing Board of Directors, has ensured that.
Don't forget to comment on this post, if you wish to, by clicking on the little "Comments" blue link at the top or bottom of this post, or if you wish to contact me privately for any reason, click here or on the "About/Contact Me" navigation button at the very top of the page and fill out the "Contact Me" form at the bottom of the page.
You don't have to enter your name or contact info if you want to remain anonymous to me for some reason. I'm especially interested in hearing about your own experiences with Boeing and/or FAA fraud, or their other crimes, ethical breaches, or other type of misconduct.
Of no surprise to anyone who has read my page on Boeing's Vast Network of Fraud, things continue to devolve as far as quality, safety, and conformity in Boeing's effectively unregulated network of suppliers that is rightly designated here as "Boeing's Vast Network of Fraud."
As noted briefly in my 11/1/17 blog, Boeing's Japanese suppliers have been caught fabricating quality records, just like Boeing itself does daily as noted on this site.
First, in October, Kobe Steel was found to have fabricated quality/test data for aluminum used on Boeing planes. Article excerpts are unbolded:
"The suspect (Kobe Steel) aluminum has been used to make parts from Japanese manufacturers Mitsubishi, Kawasaki and Subaru, which make major structural portions of Boeing's jets, as well as Nabtesco, which supplies the plane maker with mechanical components called actuators that move the jet's flight controls."
Here is a picture of some of the subject actuators with the suspect aluminum that perform the high mechanical stress job of moving the flight control surfaces on Boeing airplanes:
The substandard quality/strength aluminum comprises the major portion of these actuators, which are the valve/piston bodies in which the pistons that move the flight control surfaces are installed. If these aluminum bodies crack, the actuator is immediately disabled. The hydraulic pressure plumbing circuit that the actuator is on can lose fluid and be rendered useless as well.
Obviously, the major structure of Boeing's almost built as delivered airplanes and their flight controls are affected with this Kobe Steel substandard quality/strength aluminum. You can't get much more safety related than that.
However, not per Boeing, where no such unknown quality/strength substandard aluminum being used in the most critical portions of their airplanes could affect the safety of the poor dupes who fly on those airplanes, even when it is safety related:
'"Nothing in our review to date leads us to conclude that this issue presents a safety concern," said Boeing.'
A typical lie about the safety and airworthiness of Boeing airplanes from Boeing's well paid den of liars, Boeing Public Relations.
From the article:
"Kobe Steel has admitted it fabricated data related to the quality and strength of aluminum and copper used in a range of products at hundreds of companies -- from cars to defense equipment and (Boeing) airplanes..."
'Kobe Steel is required to submit data attesting to the material properties of the parts it makes for companies that supply parts to Boeing's factories. A portion of material it is building with is set aside for testing. In many cases, data collected in testing didn't pass strength tests and were disregarded, the person briefed on the Boeing findings said.
Kobe said in a report released on Friday that "a portion of the inspection items ... was not conducted, and inspection data was rewritten" on its aluminum products.'
So, the aluminum from Kobe Steel now in an unknown quantity of already defect riddled (as noted on this website) Boeing airplanes' critical structure and flight control actuators is substandard quality and not of the required strength. Again, how can this not be safety related?
Those who follow this site already know to never fly on any Boeing airplane, but what about the millions who don't follow this site who are trusting crooked Boeing management and its lying P.R. department that they are still safe flying on a Boeing plane because of those lies?
They are now in effect paying Guinea pigs, putting themselves at extra risk of death with only as little as 1/16" of unknown quality under-strength Kobe Steel aluminum between them and suffering the gruesome and horrifying fate of Boeing's TWA Flight 800 passengers and crew, finding themselves falling up to 7 miles to their deaths sans parachute when their substandard Kobe Steel aluminum Boeing airplane fuselage rips apart at cruising altitude. Or a flight control actuator on their Boeing plane with the same bogus aluminum fails, sending them into uncontrolled flight to their deaths.
Boeing should be paying each and every passenger and crew on the substandard aluminum Boeing planes now in service "extreme hazard flight test pilot pay" for every flight they take on those planes, with each signing their life away legally before each flight before being allowed to board. Hopefully that would get all except those with a death wish from flying Boeing, just like the Boeing workers who build/rollerstamp Boeing airplanes abstain from flying Boeing planes.
Here's another Boeing lie from the article:
'Boeing (said it) "has been working closely and continuously with our suppliers ... to ensure timely and appropriate action, including comprehensive inspections and analysis throughout our supply chain," a spokesman said in a statement.'
However, no specific description of the numbers of inspections that were done, if any, were given by Boeing. What was probably done was just the "analysis," where a corrupt Boeing engineer furnished Boeing management and P.R. with an email that just stated "it's all good." sans appropriate evidence for such a determination.
And Boeing is notoriously opaque with letting anyone see the data, if any exists, of the purported inspections/analysis done after these news events, which encompass only a tiny portion of the myriad actual fraud in its vast network of fraud.
Crime and fraud only thrive in such secrecy, which is why Boeing is so opaque on such matters. That, as well as the extreme fear by Boeing management that any such lifting of the veil on the rampant fraud in its supply chain will knock their stock off its current status on the DOW as over 10 times overpriced from its true value, once this and other undisclosed risks, some of which are noted on this site, are priced into the stock. The reality of just how fraud riddled are Boeing's own factories and the vast network of fraud that support them, if made public, may well burst the current Boeing stock price bubble.
Also in October, in another recent exposure of a tiny portion of the massive fraud ongoing in Boeing's supplier base that I briefly noted in my 11/1/17 blog, Charles Shi, a courageous whistleblower in China who used to work for Boeing Vast Network of Fraud supplier Moog as Supply Chain Manager for Far East Asia, reported to the FAA wrongdoing at Moog and some of their Chinese suppliers.
From the linked article:
"Chinese suppliers to U.S. flight control systems maker Moog sold it poorly made parts, faked paperwork and outsourced work to a factory not approved by the company, according to an internal report by (the FAA).
In a...report dated Nov. 4, 2016 obtained by Reuters through a freedom of information request, the...(FAA) said 273 affected parts were installed in an unspecified number of Boeing 777 wing spoilers, which help slow a plane when coming in to land.
It did not identify the parts or say when they were installed. The FAA, Boeing and Moog said in the report and in emails to Reuters they posed no safety risk."
Of course they did. Boeing's business and its Vast Network of (supplier) Fraud are built upon such fraud and lies. Note that this fraud also affects the critical flight controls of Boeing airplanes, just like the Kobe Steel fraud noted above.
'Moog supplies flight control systems for commercial and military planes - an industry where supply chain traceability and material quality are highly regulated and crucial for flight safety.
In an emailed response to Reuters, the FAA said it investigated safety concerns raised by a whistleblower, Charles Shi, and substantiated two of his allegations. One was addressed and closed, and the other "remains open until the corrective action is fully implemented by Boeing and verified by the FAA." It did not elaborate.
Boeing said it and Moog "had already assessed these two issues and taken all necessary corrective actions." It stressed that "the safety of the flying public is our primary concern..."'
More lies by Boeing. I'd have to say, at least Boeing does its lying to the public and investors very well, even if everything else it produces is garbage due to its and its Vast Network of Fraud's QA fraud. Of course, Boeing's primary concern is its stock price, not the safety of the public. The safety of the public would actually be literally Boeing's last concern, if it wasn't for employee morale always taking up that place. Boeing willfully endangers the public through the massive QA fraud detailed on this site and cannot therefore remotely credibly put quality and the public safety it is supposed to ensure as anywhere near "its primary concern."
"The FAA began investigating Moog parts in March 2016 after Shi, a former Moog supply chain manager for Far East Asia, contacted its whistleblower hotline, according to Shi and copies of emails between him and the regulator.
Shi had previously raised concerns at Moog about Suzhou New Hongji Precision Parts Co Ltd (NHJ), a supplier he said had faked certificates, outsourced work and used substitute material without Moog's knowledge, according to copies of emails between Shi and his colleagues seen by Reuters..."
'"This is desperately frustrating and really means that one of the target growth suppliers in China cannot be trusted," a (Moog) SQE manager wrote in an Aug. 25 email.
In its report, the FAA concluded that NHJ outsourced parts to an unapproved supplier, and a subcontractor fabricated production records and did not follow required manufacturing processes. The FAA did not concur with Shi's allegations that NHJ used unapproved substitute material to make parts for Moog."
I've communicated with brave whistleblower Mr. Shi, as well as dealt with the same corrupt portion of the FAA he did as noted on this site, and I believe Mr. Shi, not the FAA's Boeing vast network of fraud biased conclusions.
Indeed, Mr. Shi has shown that all parts NHJ produces (at least until very recently) have no traceability to the material from which they were actually made. In my opinion, that should result in the scrapping of all parts NHJ produced for any use on aircraft or other safety critical applications, as only destructive testing could accurately determine the material type and quality those parts are actually manufactured from at this point. All Boeing airplanes or any other airplane with such suspect material/processed parts should be grounded ASAP, until all NHJ produced parts can be removed, scrapped, and replaced.
'The FAA report also said the (NHJ) subcontractor, Nantong Shenhai Industrial Technology, which was responsible for coating (the 777) parts with cadmium, baked parts for half the time it should have, and fabricated a production record...
Shi said he approached the FAA after he was laid off by Moog. The company says Shi's employment was ended as part of a "previously communicated global reorganization", and was not related to him raising issues about the supplier's quality.'
End of article.
Just as the FAA did with my report of massive Boeing QA fraud, the FAA only did a superficial/pretend investigation of what Mr. Shi reported to them, just to close the report with no significant costs to who they actually work for on the U.S. taxpayers' dime--Boeing.
Mr. Shi believes at least 500 Boeing airplanes are in service with bogus safety critical Moog parts installed on them. I think there are many more than that, because the lack of material traceability of these parts due to NHJ and Moog incompetence/fraud should render them as scrap as soon as possible. This is just more evidence that if its Boeing, you and your family and friends shouldn't be going.
Mr. Shi has appealed to the Department of Transportation's Office of Internal Governance (DOT OIG) to direct the FAA to do a real, full investigation of his report. However, as noted on this site, the DOT OIG itself is as corrupt as the FAA it pretends to oversee, so I don't hold out much hope there.
In addition to not flying Boeing, you can write your House Representative and two U.S. Senators to request them to lean on the OIG to force a real FAA investigation of Mr. Shi's report, as well as request them to have the FAA ground any Boeing airplanes with affected Moog/NHJ parts until the completion of that investigation. The lives you save by doing so should be reward enough for writing.
Also please keep whistleblower Mr. Shi's own safety in your thoughts, as people like him that expose counterfeiters in China end up dead, not just losing their jobs, like whistleblowers do in the U.S.
I plan on writing more about Mr. Shi's case in the future.
In late November, Japanese supplier Mitsubishi also admitted to falsifying inspection records/data for rubber seals and aluminum it furnished to many companies, including Boeing.
From the linked article:
'The president of Mitsubishi Materials apologized on Friday for the latest breach of quality standards to rattle corporate Japan after the company said it had falsified inspection data for components it sold to manufacturers of cars, aircraft and industrial equipment...
Mitsubishi said that when its quality inspections revealed that products fell short of those standards, it sometimes faked inspection data to make it appear as though the products met them.
Mitsubishi said it had shipped products with falsified inspection data to more than 250 customers. It did not name the customers, but the company’s products are used in a variety of industries. Boeing, which buys jet components from Mitsubishi group companies, said it was reviewing its supply chain.
“The quality and safety of our products are our highest priority,” Boeing said in an emailed statement. “Boeing is aware of media reports and is reviewing the matter, and will take timely and appropriate action as necessary...”'
That same Boeing lie again. Sad. Note that Boeing's oversight of its Vast Network of Fraud is so deficient and corrupt that Boeing now uses these media reports to do only the minimum it has to do of its FAA required oversight of its suppliers' QA systems.
Similarly, Boeing's own QA system is also effectively only interrupted from its constant Boeing management subversion by the media as well, only when the number of crashes of Boeing airplanes in the national/world news is catching too much public attention in the eyes of corrupt Boeing executives.
If Boeing planes crashing aren't in the national/world news, you can rest assured that Boeing management is hard at work, continuing to preside over the subversion of its and its Vast Network of Fraud's quality systems as noted here in order to maximize cost reduction and production flow goals, all in service to its primary/highest priority--its stock price.
"In a report published this month, Kobe Steel blamed overzealous cost-cutting, lax oversight by executives and an “insular” corporate culture that discouraged employees from questioning improper but long-established practices."
The same holds true at Boeing. Except, Boeing executives actually direct subversion of Boeing's QA system, and the "improper but long-established practices" they use to subvert Boeing's QA system is rollerstamping by Boeing QA inspectors, as well as ordering their FAA to constantly subvert their own requirements for Boeing's QA and engineering systems/departments.
"Japanese carmakers have also been hit by revelations that they cut corners in their quality controls. Nissan and Subaru acknowledged last month that they had been allowing workers who lacked certifications required by Japanese regulators to inspect vehicles produced for the Japanese market."
This portion of the article is relevant because Boeing's ultimate goal is to build the planes it almost builds like the noted Japanese car companies do, using Toyota's "Lean Manufacturing" system, which maximizes the speed of production flow and eschews any QA inspection, just like the above two Japanese companies obviously did.
If your goal is to fly on airplanes built just like the fastest built cars produced today with the least QA inspection possible, Boeing airplanes are for you.
If you want to fly in an airplane produced and inspected per aerospace standards instead of automobile standards, Airbus' airplanes are for you.
"In Mitsubishi’s case, one Mitsubishi Materials subsidiary, Mitsubishi Cable Industries, changed inspection data for rubber sealing products used in aircraft and cars, Mitsubishi Materials said. The deception began in April 2015 and continued until this year."
I assume they are referring to O-rings, which are used in many critical tubing/hose systems on Boeing planes, such as flight control and fuel systems. If so, this is another reason to make sure you fly Airbus only.
'Another subsidiary, Mitsubishi Shindoh, manipulated data on the “hardness and tensile strength” of copper strips used in automobiles, Mitsubishi Materials said, while a third, Mitsubishi Aluminum, also shipped products that did not meet customer standards.'
So aluminum from Mitsubishi may also be affected. The article isn't clear as to whether the substandard aluminum was used at Boeing, a key Mitsubishi customer. It's safer to err on the side of safety when the airplane you are considering flying on may be made from such substandard materials. Fly Airbus instead, until all fraud is removed from Boeing and its Vast Network of Fraud suppliers. I'm not sure any of us will live long enough to see that, however.
Also in late November, Toray Industries, who supplies Boeing with composite material it uses in its 777 and 787 programs, admitted that one of its subsidiaries, its Toray Hybrid Cord unit, also falsified QA data/records for eight years, from 2008 to 2016.
While Toray said such fraud only was found in records for tires and hose belts, inquiring minds should ask simply, why would you take a company willing to fabricate the most critical quality/safety data on items they produce at their word on anything at all?
From the linked article:
'The customers affected weren't named, but the company said later that the deception didn't involve materials supplied to Boeing. Toray provides the U.S. aircraft manufacturer with lightweight carbon-fiber components...and said it is investigating all of its operations...
The problem comes as Japanese companies "face pressure to meet sky-high quality specifications and unrealistic internal profit targets," the Financial Times says."'
Toray Industries obviously has no credibility, just like Boeing, as demonstrated on this site. Depending on self admitted fraudster corporation Toray Industries' so called investigation to find all of such fraud in its own operations would be negligent in the extreme. As far as I'm concerned, this disclosure places the quality/safety of all composite materials Toray Industries supplies for use on Boeing airplanes into the status of suspect nonconforming material, until an independent investigation of the quality/safety of all such material used on Boeing airplanes in the last 10 years is cleared by said investigation.
All airplanes composed of such material should be grounded for the duration of such an investigation for the safety of the passengers and crews mistakenly entrusting their lives to those defect riddled Boeing airplanes. I believe that would include all 787s in service today.
Also, because of Boeing's purposely and massively ineffective and intentionally limited oversight of its suppliers quality systems, Boeing's Production Certificate should be pulled ASAP, whether by the FAA or some other government directive until such time as all of this cancerous QA fraud within Boeing and at its suppliers can be excised completely.
In addition to restoring conformity for the first time in generations in Boeing's QA system and its related supplier oversight responsibilities, this long past due pulling of Boeing's Production Certificate would hopefully reduce Boeing's stock price from its current 10X or more overvalued status, back down closer to its true value--$25 a share or less, dealing a financial blow to the Boeing managers/executives behind this fraud.
Some unbiased organization, which leaves out Boeing and its FAA, needs to independently investigate all these companies' operations, as well as every other company in Boeing's Vast Network of Fraud supplier network, as this massive fraud shows without doubt that neither Boeing or its FAA are performing their oversight of these companies, and in the FAA's case, failing massively and continuously to oversee the integrity, extent, and frequency of Boeing's oversight of its Vast Network of Fraud.
In summary, the above falsification of QA data/records in a relatively small area of Boeing's Vast Network of Fraud over such a small period of time--only a couple months--shows that Boeing's obviously unregulated supplier base has become dangerously riven with massive QA fraud, just like Boeing itself.
If the FAA operated ethically in this situation like the Center for Disease control would if such a massive cluster of cancer or Ebola broke out in the world, it would "quarantine" Boeing's supplier base and production lines by pulling Boeing's Production Certificate and grounding any airplanes made with the above suspect parts/materials until this obviously life threatening Boeing management allowed/directed cancer of fraud can be completely and finally excised permanently.
But the FAA is corrupt as noted above and throughout this site.
Don't risk flying on substandard quality part/material riddled Boeing almost built and rarely inspected airplanes. Fly Airbus, and spread the word. Write your Representative and Senators as noted. The FAA and Boeing are now so corrupt that they both are an imminent public threat that must reformed immediately/put out of business.
What is horrifically apparent from the above is the fact that Boeing's own rollerstamping falsification of QA records has spread from Boeing's factories throughout its supplier base so completely that even the quality and safety of the raw materials Boeing airplanes are almost built from are now corrupted so completely that new reports of such Boeing corruption allowed supplier fraud are coming out multiple times in a month.
Has this Boeing/FAA corruption enabled QA fraud finally reached bottom now that even the quality/safety of the raw materials in Boeing airplanes have been corrupted/subverted by it?
Don't bet on it. Make sure if its Boeing, you and yours aren't going, at least for the next decade. The required reforms at Boeing and the FAA will likely take at least that long, in the unlikely case they were to begin anytime soon.
Don't forget to comment on this post, if you wish to, by clicking on the little "Comments" blue link at the top or bottom of this post, or if you wish to contact me privately for any reason, click here or on the "About/Contact Me" navigation button at the very top of the page and fill out the "Contact Me" form at the bottom of the page.
You don't have to enter your name or contact info if you want to remain anonymous to me for some reason. I'm especially interested in hearing about your own experiences with Boeing and/or FAA fraud, or their other crimes, ethical breaches, or other type of misconduct.
As sadly noted in the title above, the Second to Last (Boeing) Inspector is dead.
I have been going through my email as I occasionally do and reaching out to people that have contacted me through this website that I haven't heard from in a while.
One Boeing inspector I had communicated with was the self named "Second (to) Last Inspector." My email to him bounced back as undeliverable. I googled him to see if I could reach him in another way, thinking he changed his email address. Sadly, I found his obituary instead. The Second to Last Inspector had died. One less good guy in the inspection ranks at Boeing, I thought. What little is left of Boeing's quality system took another hit. Not to mention a good man of the community gone as well, with so many deplorable people still amongst us today. Both Boeing and America had lost a force for good. Sad.
In honor of this good man and patriot, I wanted to share the first email he sent me, minus identifying info of course:
email subject line: "thesecondlastinspector"
(Name) here. I started in 19XX as a QA inspector in Everett on the 747.
Spent XX 1/2 years there, then got laid off in 20XX. X years as a Union Steward there. Then called back to Renton 737 wings X years ago. Prior to that worked as a (Industry) Inspector at (city), (state).
I presently work 737 wing laydown in Renton as QA, and once again as a Union Steward. I see and live what you talk about everyday.
I learned to collect the Union Steward role for the area I'm working in long long ago, for the simple fact if you do your job like we are supposed to do you'll be "moved". Hell, it happened here to a lady inspector who was hanging "too much tape" just two weeks ago.
I'm a total asshole to Boeing management when it comes to Quality by the book. And yes, as you well know, that always comes at a price at Boeing. But having the Steward badge makes it so they can't just "move me along." I am a very happy thorn in their ass and I love it.
(Deleted identifier)...have a few really current and very deceitful practices they do to this day.
Well must go to work but would be glad to talk more if your interested. Have a good day...(name)."
As you can see, The Second to Last Inspector experienced the same fraud by Boeing QA and Manufacturing management (no difference at Boeing, as there is supposed to be per FAA requirements) that I did.
He became a Union Steward so he wouldn't be bounced around like I was and the woman he noted was for actually inspecting the airplane before buying off the job (less items found).
Yep, at Boeing "hanging too much tape" as an inspector is an offense that will get you transferred to a makework job, to another location, or even fired. Inspectors at Boeing identify defects with narrow blue painter's tape like you use when you mask for painting at home. This identifies the specific location of the defect the inspector found during the inspection, usually noting the defect ("Short Hi-Lok," for example) and/or nonconformance record item number the inspector writes that the defect corresponds to.
So, "hanging tape" simply means an inspector is documenting the defects they find during their inspection of the job/process that a mechanic put up for final/process inspection. It's a good thing to find and document defects on airplanes, except at Boeing. As The Second to Last Inspector noted, "hanging too much tape" (documenting defects instead of letting them deliver to the airline or government customer as is) as an inspector can bring you the unwelcome attention of the typical corrupt Boeing QA Supervisor.
In a healthy and functioning quality system, an inspector would be rewarded for "hanging tape" (finding defects during an inspection) by their management. Not so in Boeing's largely corrupt quality system.
"Hanging too much tape" (finding some/all defects during an inspection instead of buying off the defective work as OK on the production record after a very cursory or "pretend" non-inspection) can get you retaliated against by your corrupt Boeing QA Supervisor as noted. This retaliation can be very severe, and result in you being sent from the location you committed the offense (to corrupt Boeing management) of actually inspecting the work put up for inspection, to a much worse and less desirable location, such as being transferred from Final Assembly, where you don't have to crawl through confined spaces and there is little to no constant noisy/jarring riveting, to the relative "pit of Hell" inspection area of the Wing Majors, where there are cramped spaces and almost constant drilling/riveting. And such less desirable locations to work as an inspector as the Wing Majors are Hell for inspectors who actually inspect the work they buy off, as the typical rollerstamping inspector just has to buy off the production record falsely stating they inspected the work and found it acceptable, whereas a non-rollerstamping inspector has to inspect all of the work done on the job, even in extremely tough to inspect areas, and "hang tape" and document the defects they find.
As noted elsewhere on this site and in my report to the FAA, I was retaliated against several times over my almost 10 year career as a Boeing QA Inspector for the "crime" (to corrupt Boeing QA management) of actually doing my job of inspecting, rather than just falsifying paperwork as rollerstamping Boeing inspectors do.
The first time my QA management retaliated against me for inspecting was my first day, I believe, as an inspector, as I noted in this Daily (to the FAA) Report Quote:
'I don’t remember if it was my first day as a Body Structures inspector, or not, but I believe it was close to my first day. I had logged in on a "job complete" inspection on the (electronic) call sheet...on a skin lap job on a body structure section. This job was huge. There were, I think, several hundreds or even thousands of rivets (mostly) on this major job. I believe there were some Hi-Loks on the job. I knew Hi-Loks well, as I had installed many of them myself, but rivets were another story.
I knew very little about solid rivet installation, and that was pretty much all this job did. I pulled all of the drawings for the job, and went through the plan. I read the specifications I didn’t know that had to do with the job. I went to the tool room to get the correct rivet gages in case I needed them, which I hoped I didn‘t. After all, these were probably very experienced structure mechanics (certainly more experienced at their jobs than I was at mine at that point) that had done the job, and I would just be able to eyeball all of these rivets with my "calibrated eyes" as they all would likely be installed correctly. I went out with my drawings and blank pickup forms and began to inspect the skin lap job.
I couldn’t believe all of the defects that I found on that job! Oh well, I thought, I had to do my job regardless of the number or extent of defects, as I was taught in class, for the most part, so I documented everything I found. At the end of the inspection I had several pages of pickup items written on the one job. I don’t remember the exact number of pages, but it seemed to be a huge amount to me, the new inspector. I hoped that that job was an aberration, and the number of pickup items was only due to the workmanship of the mechanics involved, and I would not have to write so many pickups on every similar sized job all of the time if more skilled mechanics had done the work. I was glad my QA manager obviously knew I was new at this so that they would allow me the extra time that it had taken me to document those defects than it would take a more experienced inspector that had inspected that job before.
I believe it was the next day when I got a transfer notice that I was being reassigned to the 777 Wing Stub Body Join area.'
End of report quote.
I had "hung a lot of tape" on that job, so my corrupt QA management had to get rid of me. As noted, I was sent to the 777 Wing Stub Body Join area, where I had to crawl into the 777 Wing Stub to inspect, a much harder area to inspect than the open 777 Body Structures. I eventually was banned from inspecting in the 777 Wing Stub, also for the "crime" (to corrupt Boeing QA management) of "hanging too much tape" on defective fasteners, holes, and structural damage in the Wing Stub area. Corrupt Boeing QA management couldn't have me there as I documented too much damage inside the Wing Stub one day, which takes a lot of rework, as almost all rework to critical wing structure there requires flap peen work after blending, which takes time for both mechanics and inspectors to perform their roles, after Engineering disposition. Corrupt QA management assigned me outboard of that area, so that such bad holes, bad fasteners/bolts, and structural damage to the Wing Stub Body Join structure could deliver to airline customers instead of possibly delaying a Line Move by taking time for QA to document the defects, Engineering to disposition the defects if required, mechanics to fix those defects, and inspect that rework/repair. Makes you wonder why a 777 hasn't broken up in flight yet, doesn't it?
And that's the chief reason corrupt Boeing management ensures this QA fraud--the QA "rework/repair loops" in the production process are totally omitted through such fraud, cutting cost and production flow time, when a Boeing QA manager ensures that those defects are never documented in the first place by ensuring that one of their "groomed" rollerstamping Boeing QA inspectors falsifies the production record stated the work was inspected and acceptable when neither was true.
Another contributor to my transfer from that area was that I was probably the only inspector who wrote up shanked out/too long bolts that attached the wing stub to the wings and bulkheads. And these were the biggest bolts in those critical structural joins--some of the largest bolts in the entire 777. See, no matter how critical or large the defect is, "hanging too much tape" (finding too many defects when inspecting) will get you retaliated against by corrupt QA management, as The Second to Last Inspector noted above.
I wonder where that lady inspector from 737 Wing Laydown who "hung too much tape" (actually did her job) got transferred to by her corrupt Renton QA management, as The Second to Last Inspector noted.
I never took delight in doing my job over the objections of my corrupt Boeing QA management as The Second to Last Inspector obviously did. Nothing wrong with being happy about making evil people like corrupt Boeing QA Management angry when doing your job over their illegal pressure on you not to, I guess. But that was never a motivation for me. I only did my job well over the wishes of my corrupt Boeing QA management because I knew of the importance of my job to everyone on or under the Boeing airplanes I inspected, and our critical roles as designees of the FAA. I took no pleasure in "hanging too much tape." Doing so only put a target on my back for corrupt Boeing management and bad mechanics to "shoot at." I never looked forward to being retaliated against because a mechanic made too many mistakes. But I had to do my job regardless. I was born with something alien to many Boeing employees and almost all Boeing managers--ethics.
Yes, dear departed Second to Last Inspector, us inspectors doing our jobs per the FAA approved Boeing quality system "book" of procedures always comes at a personal price at Boeing. But good inspectors like us do it, regardless of the price corrupt Boeing management makes us pay.
As Usual, Yet Another Defect Riddled Boeing Airplane Model, the 777X, Begins Production, and Corrupt Boeing Management Endangers Your Safety Ever Further
I have been on a break from this space to get some other projects done, so this post will likely be a long read.
Last week came the much hyped (in yet another transparent PR effort to drum up the 10X overvalued stock price) start of the assembly of the first production model 777X at Boeing's Everett factory where all Boeing twin aisle airplane models are almost built, less the Old Confederacy almost built 787s coming out of their South Carolina union avoidance factory.
This was nothing to celebrate by anyone in the know about the massive fraud that goes into the production of every Boeing airplane almost produced. In fact, it was the most macabre event in the week running up to Halloween, a slap in whatever is left of the face of every flier and crew member manslaughtered by the massive Boeing management directed (and Boeing Legal protected) QA fraud documented on this site.
It is that Boeing management directed QA fraud that enables much of the low cost and fast production flow of each Boeing plane almost produced then delivered fraudulently as a complete airplane. At last count (by no means comprehensive), at least 750 people were manslaughtered by corrupt Boeing management/Boeing Legal in Boeing's constant pursuit of delivering the least quality, most unsafe airplanes in commercial and military airplane markets.
Macabre indeed. And those 750 died very tortuous deaths at the fraud of Boeing management, many dying of exposure after hours of lying horribly wounded in the rough mountainous terrain of Japan after barely surviving the terrifying Boeing QA/management fraud caused death spiral of JAL's Flight 123. Many on Boeing QA fraud doomed TWA Flight 800 died equally tortuous deaths, likely falling separately sans parachute or riding the wreckage 13,700 feet or so down to their deaths on impact with the ocean. What caused their deaths? The center wing tank of the almost built (as Boeing delivered it) 747 they were flying on blew up due to a Boeing QA fraud overlooked wiring defect that shorted out with the critical Fuel Quantity Indicating System wiring to the tank.
I only bring this up in such detail because the corrupt Boeing management whose fraud caused those 750 deaths never think about them (as proven by their continued subversion to this day of Boeing's QA system that has placed millions more at risk of such gruesome deaths just to try to get Boeing stock further multiple times overvalued), and they deserve remembrance somewhere.
As noted, the ethics free Boeing PR produced event was something to mourn, not something to celebrate. As noted here in detail somewhat often, only Boeing going out of business or being sold to another company with ethical management can protect the world's flying public and airline and military crews from the Boeing QA/Boeing Executive/Boeing Legal directed/protected fraud documented on this site, and the start of any new Boeing airplane's production doesn't support that happening. Just the opposite.
I have proven that Boeing's FAA will never acknowledge or do anything to end this massive Boeing QA fraud that has already cost hundreds of lives as noted. Key corrupt FAA managers currently/once in Boeing's pocket like FAA Associate Administrator to Debase Aviation Safety Ali Bahrami will never allow Boeing management's rampant fraud against their undeservedly delegated FAA approved quality system to end.
It was unindicted corrupt Boeing management co-conspirator Associate Administrator to Debase Aviation Safety Bahrami who played a key role in killing the investigation of my 2002 report of enterprise-wide Boeing QA management fraud without any investigation of the eminently and transparently corrupt Boeing QA management whose fraud my report documented. He also, as a bonus to Boeing, helped kill the investigation of the 381 items in my 387 page report to the FAA that proved that Boeing QA management always does the exact opposite of their FAA required duties of ensuring Boeing QA system compliance with FAA requirements.
(FAA Administrator to Debase Aviation Safety Bahrami even killed my report of a Boeing supplier's Boeing intentionally ignored fraud that I witnessed as an inspector there as a further bonus to similarly corrupt Boeing management.)
Sadly, as is shown almost daily on the non Faux/Brietbart news, corruption in the Trump administration is a feature, and not a bug. That's likely why Bahrami was hired back to the FAA from his position as a Boeing funded lobbyist for the worst changes that Boeing wanted Congress to do to further hobble the FAA's theoretical oversight of Boeing's almost wholly corrupt QA and other management.
In Bahrami's defense, if he wasn't cashing in by keeping Boeing's QA fraud ongoing and safe, another equally ethic bereft FAA manager would be in his place doing so. So, in his likely historically supported view, he may as well be the one to cash in via such felonious RICO-like activity. So, as the corrupt con man led Trump Administration loots the nation's treasury, someone as unethical as Bahrami would be stupid not to join in in effect and get his own bag of illicit quid pro quo cash too, even if he has to wait to actually get it, like the last time he cashed in.
Enough about the long history of continuing FAA/Boeing corruption.
As noted, each new Boeing airplane model, like the 787, or each derivative, like the 777X, or each new Boeing airplane of any model that starts production at Boeing, further corrupts and helps eliminate Boeing's largely wholly corrupt quality and safety assurance system.
Each Boeing airplane model derivative like the 777X ushers in huge new compromises in the effectiveness of Boeing's corrupt quality/safety assurance system. Much more so than quality and safety are further compromised with each new line number airplane Boeing almost builds by corrupt QA supervisors ensuring their inspectors never actually inspect the airplane before they buy off the work as conforming to quality and engineering safety requirements.
(As frequent visitors to this site know, it was my corrupt Boeing QA supervisor trying to get me to train mechanics rather than inspect anything before I bought it off that was the impetus for me to finally go to the FAA. I later reported him to the Chief Counsel of Boeing Legal, who ensured he was promoted instead of fired and/or reported to the FBI. As you can see, corrupting QA, engineering, or other FAA delegates at Boeing will get you promoted rather than put in a Federal Penitentiary where you belong. Only opposing corrupt Boeing/Boeing Legal management will get you prosecuted by Boeing.)
New airplane models, like the 787, enact even more massive quality and safety compromising omissions/subversions of Boeing management's hated and constantly further corrupted quality/safety assurance system.
A good example of this is exactly the noted funeral for yet more of Boeing's quality/safety assurance system, the start of 777X production produced by Boeing's fake news, lying PR "stock price fluffer" department:
The above is the prime moment from the 777X production start (and increase the price of the massively overpriced stock) ceremony. Narrated by Boeing stock price fluffer and VP of 777/777X Jason Clark, the above robot drills a hole, sucks out the chips, and installs the first fastener on a 777X spar/stiffener assembly. What's missing? Right, anyone or anything measuring the hole size or quality before the fastener is installed, forever preventing such inspection. The GeekWire page pictured above about the ceremony notes only that the hole was drilled and then a fastener immediately installed in the hole in the caption under the picture. While there may be a possibility the robot also measured the size and quality of the hole before fastener installation, Boeing VP and stock price fluffer Clark never said so. I think more likely would be the case that Boeing would fabricate the production record that states the hole's diameter and quality were checked and were OK rather than corrupt Boeing management telling a hypothetically inquisitive press that asked about this omission that the hole was never actually inspected. After all, most Boeing QA records are falsified, probably to even a greater extent than Boeing Suppliers Kobe Steel's and Moog Aerospace's were fabricated. After all, in my experience, due to corrupt Boeing QA manager pressure, there is no more common trait among Boeing inspectors than rollerstamping to get the job bought off in time with minimal/no required levels of inspection.
Such is the conundrum for the press that cares about the truth. What, if anything, can you believe coming from the management or PR department of the most corrupt large company on the planet?
It would seem that Boeing would want the public to know that, even though inspectors who used to inspect such holes are no longer part of the process, that at least the robot was still performing that function.
But maybe Boeing is trying to get the public to get quality and safety out of their minds when thinking about the airplanes Boeing almost builds, just like Boeing's corrupt QA managers and Quality Engineers (if there are any still at Boeing) do. Those positions at Boeing actually keep quality and safety from happening in the production process in my experience. The exact opposite of what their jobs are supposed to be.
Anyway, this is just an example of how the quality and safety of Boeing airplanes are inexorably lowered with each new airplane, derivative, or new model they almost build. The fact that Boeing is using these robots to perform their favorite bottom line enhancing tactic--further subverting the quality and safety of each plane Boeing almost builds--is obvious as noted, even in very carefully staged PR/Investor Relations events like these.
Hole inspections are omitted more and more at Boeing during introduction of these robots for one overriding reason by corrupt Boeing management--greed. I've seen articles/videos about 787 use of automation that also show automated equipment drilling holes and then immediately installing fasteners. Even non-close tolerance holes at least require random sampling inspection. Close tolerance holes require 100% inspection or a sampling inspection approved by a likely corrupt Boeing Quality Engineer. At least that was the case when I was an inspector at Boeing. QA procedures likely have been corrupted since then, however, to omit formerly required inspections when Boeing's QA/engineering systems were less corrupt.
The 787 was also a huge step down in quality and safety assurance at Boeing. My corrupt QA General Manager at Boeing's Propulsion Systems Division was promoted to Sonic Cruiser quality manager, and then became 787 Quality manager. As I remember, one of the key quality subversion goals he had was to ensure that no supplier 787 components, no matter how big (wings/entire sections), were ever inspected on receival at Boeing. Instead, I believe he was working on some process that allowed QA inspectors to buy off entire 787 sections/wings without any Boeing quality/conformity inspection of ANY of the massive quantity of work the supplier had almost done on that section. I believe this was called "Condition of Assembly" Boeing receival inspection. I suspect that is why the wings and sections came wrapped in plastic. I guess if the wrapping wasn't damaged, that some Boeing inspector rollerstamped that entire section and all the work that was done on/in it as acceptable per Boeing's (rarely done in my and the FAA's experience) supplier QA system oversight responsibilities.
I have very little actual experience with 787 QA work, only having seen fraud in that QA work at a Boeing supplier. I have not much other knowledge of 787 QA system subversion other than what my former QA General Manager did as noted. As I remember, Boeing had special sub-optimized QA system and other procedures just for the 787 program. But I cannot claim to know just how deeply corrupt Boeing QA management subverted QA for cost and flow efficiencies on the 787 program. The truth could well be more horrifying than what little I witnessed.
Every time such a quality or safety or any other process can be omitted entirely or lessened, more money flows to Boeing's bottom line in the view of corrupt Boeing management. And to them, that makes Boeing's balance sheet look better, which makes the value of stock options (that form a significant portion of their compensation) increase. Boeing management is reducing your safety and increasing your risk of being on the next JAL123 or TWA800 like Boeing almost built flying rollercoaster of torture and death every day, every derivative, and every new airplane model for only one reason: Greed.
I may add links in the future as information becomes available, but a huge example of Boeing (and/or McDonnell Douglas--now the same corrupt company) making changes that massively decrease your margin of safety (literally) when flying is when Boeing's FAA changed the regulations protecting your margin of safety when flying from 250% (as I remember) of maximum expected level of structural stress in service to 150%, deleting an entire 100% of margin of safety when you fly.
Now, after this 1970 or prior change, you only have a 50% margin of safety when flying, whereas the FAA before required a 150% margin of safety in the structure of the Boeing plane you flew on.
How many corrupt FAA managers and Boeing/McDonnell Douglas managers personally were paid off to get this huge decrease in mandated safety margins enacted? Many corrupt FAA and Boeing managers of that time can IMO likely trace the ability for themselves to pay for their much bigger houses, fancier cars, better looking prostitutes, better wines and scotches in their collections, and abilities to fund their kid(s) college educations to that one key change in FAA regulations.
And, as noted earlier, corrupt Boeing managers, engineers, undeservedly Authorized (FAA) Representatives, and Quality engineers are always hard at work doing exactly the opposite of what you would expect them to do, or what their actual job descriptions state they should be doing--they are decreasing your levels of safety when you unwisely choose to fly Boeing's safety sub-optimized, almost built, defect riddled airplanes.
Boeing's constant attack on the quality and safety of Boeing almost built airplanes is so widespread and so historically prevalent that almost all aspects of Boeing's RICO-esque business engage in it. Yes, greed in trying to bump up Boeing employee stock option values is the main driver, but there are many other ancillary reasons as well that flow into that. One huge reason Boeing always is trying to reduce your levels of safety while flying is sales. Boeing is engaged in a duopoly with a competitor, Airbus, that actually completes their airplanes before delivery and actually inspects them during the production process.
This sales competition must be won or fought to a draw in order for corrupt Boeing management to maximize their stock price related compensation. Therefore Boeing even makes changes throughout the design and production processes just to enable them (in their minds) to compete and win these airplane sales competitions. Do they boast about Boeing's greater quality and safety over Airbus to customers during these presentations to airlines? No. They can't win there with their defect riddled airplanes, especially since many airlines they present to have flown Boeing airplanes before or currently fly them, and they know about all of the Newly Delivered Airplane Reports they send to Boeing about defects they find in them as delivered from Boeing, as well as the small subset of defects as delivered that later show up in service.
So, as they can't compete in these presentations on quality and safety, as subverting those is a key competitive discriminator for Boeing (IMO), they compete on such things as airplane weight and fuel burn per passenger, as well as cargo capacity. These are things corrupt Boeing management strive very seriously to ensure are better stats than Airbus' data in their presentations. Airbus usually will lose many of those comparisons because Airbus won't cut safety margins to win in those areas. Corrupt Boeing, however, has no compunction doing so, and are willing to cut your safety margins to the maximum if it will help them get the sales that pump up their stock options' values.
To do this, Boeing has engineering go through virtually every part on the plane, cutting weight and the structural safety margins on each, to the knife's edge of what's very, very marginally safe, and what's unsafe.
This is why Airbus planes are heavier per passenger. As an example, Airbus will use the same shear tie or stringer clip for as many locations as possible in a design, while Boeing will have many different part numbers in each area because some engineer has concluded that the part in that area doesn't have to be as strong (heavy). The directive by Boeing Sales/Boeing upper management that weight per passenger is key to winning sales campaigns drives this safety margin sub-optimizing effort. And so, your safety on Boeing planes further reduces. Add to that fact that Boeing has a QA department rife with fraud and that the records saying inspections were done and passed aren't worth the paper or magnetic tape or other computer media they are stored on, and you have the situation that even the minimum razor thin levels of safety Boeing engineers design into Boeing planes are never assured in any Boeing airplane almost built.
So that's our lesson in Boeing corruption for today, the day after Halloween. If you don't want to leave this world before your time, fly Airbus, and never Boeing, as Boeing is always greedily trying to make your Boeing flight less safe as noted. Take it from this very experienced with Boeing/FAA management corruption former QA inspector at Boeing for almost 10 years. Corrupt Boeing management will never admit to this truth, but Boeing not only constantly cuts costs and flow times as they are constantly telling investors in the press. Boeing just as zealously cuts the quality and safety of each new airplane model, new derivative thereof, and new line number airplane.
A Boeing QA supervisor when I was an inspector in Boeing Flight Test QA told me the manager layers above him were constantly telling him to "go out and raise the stock price." How does a Boeing QA manager raise the stock price? By making sure their inspectors don't actually inspect and find defects, and just rollerstamp the paperwork stating that they did. Nothing more drastically cuts costs and reduces production flow times than QA fraud that ensures that the maximum amount of production defects deliver on the airplane to the customer. Inspecting for defects, documenting them, reworking them, and inspection of that rework/repair before delivery costs massively more money and flow time than Boeing's pretend (rollerstamping) inspections. The more defects and the more severe the defects that mechanics produce during production, the more money is saved by Boeing's rollerstamping QA fraud.
Look for edits and links added in the near future. We here at "The Last (Boeing) Inspector Website" don't have a research department always on staff.
Wow! Check this out, I just posted this originally a few minutes ago, and Boeing and the FAA have already further reduced your level of safety on the 777X! Ali Bahrami at work for Boeing again? Why can't we even have a 50% margin of safety until our deaths are extremely improbable on an almost built Boeing airplane? SMH.
In summary, the start of 777X production is something to mourn, not celebrate, for it is likely the new level of quality and safety subversion put in place as noted during design and production and non-inspection of this new Boeing airplane derivative will be the cause of scores if not hundreds of people's deaths some day. Their Death Certificates, however, will never list their actual root cause of death: Boeing/FAA management corruption.
The Last Inspector