Legal Un Airworthiness: How The Guberman Anomaly Broke The Global Certification Chain" Aerospace 40 year quality expert & Boeing shareholder, DARYL GUBERMAN exposes how State Dept. Contract 19AQMM18R0131 created a false legal foundation for all post‑2018 certifications. By proving ANSI‑ANAB used a fabricated 'underwriter' claim, he shows every ISO, AS, and AI certificate under the MLA/MRA system is void at inception—leaving products, processes, and aircraft legally un‑certified and un‑airworthy."
By: GUBERMAN-PMC,LLC His declaration is anchored in the Guberman Anomaly – Discovery, Guberman Anomaly https://guberman- . Once ANSI–ANAB called itself an underwriter on a federal contract, the entire equivalency empire collapsed. Every certificate issued under ISO, AS, AI, and their national/international derivatives — all of which rely on MLA/MRA recognition — became legally equivalent to a certificate issued by a fraudulent authority. That means the chain is broken, the custody is void, and everything downstream is junk. Sample listed:
What the MLA/MRA System Is — and Why It Collapses Here The MLA (Multilateral Lateral Agreement) and MRA (Mutual Recognition Agreement) systems are global agreements requiring accreditation bodies to treat each other's accreditations as equivalent, regardless of:
"Certified once, accepted everywhere." If one accreditation body is compromised, all certificates issued by all signatories become equivalent to that compromised accreditation. This is the structural flaw exposed by the Guberman Anomaly-Discovery. Because ANSI‑ANAB's accreditation was built on a fraudulent "federal underwriter" claim, every MLA/MRA partner — including CNAS (China), UKAS (UK), SCC (Canada), JAB (Japan), DAkkS (Germany), COFRAC (France), and dozens more — becomes legally equivalent to a fraudulent accreditation source. That equivalency contaminates:
It is a global legal collapse. A Legal Failure With Operational Consequences A part may be dimensionally perfect, but if its certification originates from a fraudulent accreditation, it is legally un‑certified. When un‑certified parts are assembled into an aircraft, the aircraft becomes legally un‑airworthy, regardless of performance or inspection history. There is no legal workaround. There is no retroactive cure. There is no "grandfathering" The only lawful remedy is to rebuild the manufacturing and documentation chain from scratch under a valid, non‑compromised authority. Insurance Collapse: The Hidden Catastrophe Global insurers — including Lloyd's of London and Global Aerospace — underwrite risk based on the assumption that certifications are legitimate. If the accreditation behind those certifications is fraudulent, the underwriting basis evaporates. This means aircraft and products built from 2018 onward may be operating without enforceable insurance coverage, exposing manufacturers, airlines, and taxpayers to trillions of dollars in uninsured liability. The Boeing Gap: A 24‑Year Structural Contradiction Boeing operated for 24 years without the very certification they forced on their suppliers; the entire Prime‑to‑Tier 3 relationship is now a legal minefield. 'The aerospace supply chain is a ladder. Boeing is the top rung. Tier‑1, Tier‑2, and Tier‑3 suppliers are the rungs below. If the top rung is broken, the whole ladder fails." "Boeing was never certified to AS9100 or IA9100 — the standards that control how aircraft parts are built. These standards require third‑party auditors to physically inspect the factory, the processes, the documentation, and the suppliers. Boeing never had that oversight." "A lot of people mistakenly think FAA certification is the main certification. It isn't. FAA only checks the finished airplane — engines attached, wheels on, avionics working. FAA does not certify the parts, the suppliers, or the manufacturing system. FAA does not replace AS9100/IA9100." "So when Boeing — the top rung — isn't certified, every rung below them becomes invalid. And when ANAB was listed on a federal contract as an 'underwriter' (which they were never authorized to be), it weakened the ladder even more." "That's why the entire Prime‑to‑Tier‑ When Boeing then assembled aircraft from 2018 to the present using parts certified under a fraudulent accreditation chain, it effectively built a fleet on a legal impossibility. Until the chain is rebuilt, aircraft relying on that structure must be treated as scrap, not flown. https://youtu.be/ Scrap Status: The Only Lawful Classification As DARYL GUBERMAN has formally communicated to the FAA, once a part's certification is proven fraudulent, there is no legal mechanism to "re‑certify"
under a valid authority. If the parts are compromised, the aircraft is compromised. If the accreditation is fraudulent, the certification is void. If the certification is void, the aircraft is scrap. A Call for a Global Reset By exposing Contract 19AQMM18R0131, DARYL GUBERMAN has pulled the thread that unravels the entire MLA/MRA global equivalency system. This is not a technical correction — it is a structural legal failure that reaches:
GUBERMAN recognized the national‑security 2015 implications long before the public or the agencies acknowledged them. He saw the risk, refused to join, and maintained full independence. He is the only organization in the entire system that remained outside the contamination, outside the conflicts, and outside the foreign control. Because he stayed independent, he was able to expose the fraudulent "underwriter" And because GUBERMAN stood outside the system — and broke it open — he is the only candidate capable of restoring quality to where it must be nationally and internationally. Media Contact DARYL GUBERMAN ***@yahoo.com Photos: https://www.prlog.org/ https://www.prlog.org/ https://www.prlog.org/ https://www.prlog.org/ https://www.prlog.org/ End
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