NEW YORK - eTradeWire -- Let me speak directly to you — supplier to supplier, professional to professional.

Your ANAB and MRA–MLA accredited registrars were never informed about the fraud ANAB perpetrated on a federal contract.

Not in 2018.

Not in 2019.

Not in 2020.

Not today.

The VP of ANAB — also Chairman of the IAF — stated in a March 2014 email that Multi‑Regional and Lateral Agreement accreditation bodies are equivalent to ANAB certification. He reinforced the worldwide accredited mantra: "Certified once, accepted everywhere."

The International Accreditation Forum (IAF incorporated in Delaware) and its sister organization, the International Laboratory Accreditation Cooperation (ILAC- Australia), later merged in January 2026 to form GLOBAC — the Global Accreditation Cooperation, under which AS9100 for aerospace certification was re-designated as AI9100.

But once the 2018 fraud was perpetrated on the DoD contract, it spread through the MRA‑MLA equivalency internationally — and remained unknown  to portions of ANAB leadership, as well as ANAB‑ and MRA‑MLA‑accredited registrars, accredited suppliers, and OEMs worldwide. In the aftermath, the mantra shifted to its real‑world consequence: "Certified once, REJECTED everywhere."

They kept auditing you.

They kept issuing certificates.

They kept telling you everything was fine.

But here's the truth you were never supposed to hear:

Your certificates are no good.

Your audits were a fraud.

Your auditor didn't know either.

And yes — your certificates are a fraud, and we have the proof.

The first breach was:

Two Federal Contracts, One Unresolved Fraud: 19AQMM18R0131 (2018) and 15F06725C0000139 (2025) https://www.prlog.org/13140143-two-federal-contracts-one-unresolved-fraud-19aqmm18r0131-2018-and-15f06725c0000139-2025.html

19AQMM18R0131 (2018)

(U.S. Department of State — the contract ANAB violated)

But it didn't end there.

The federal government continued paying into the fraud seven years later, proven by:

15F06725C0000139 (2025)

(A second federal contract showing the fraud continued long after 2018)

This is not a one‑time failure.

This is a continuing contamination of the global accreditation system.

THE INDUSTRIAL CONTROLLED OTHER PARTY (ICOP) — THE WORKAROUND THAT BROKE EVERYTHING

Let me tell you something the industry has buried for over two decades.

Back in the early 2000s, Boeing, Lockheed Martin, and Airbus jointly formulated what is known as the:

Industrial Controlled Other Party (ICOP)

This was not a quality initiative.

This was not a safety improvement.

This was not a regulatory enhancement.

ICOP was a workaround — a deliberate bypass — to avoid FAA delegation and FAA oversight.

Instead of submitting themselves to FAA certification requirements, these manufacturers created a parallel system where:

• They controlled the oversight
• They controlled the auditors
• They controlled the certification flow
• They controlled the compliance narrative

And here is the deception at the heart of ICOP:

They made people believe that Boeing's-FAA "airworthiness certificate" was the same thing as a quality certificate — which it absolutely is not.

That was the contradiction.

An airworthiness certificate is simply the FAA saying the aircraft, as a whole, is allowed to fly.

It is not a certificate verifying the quality of the components that went into that aircraft.

Let me explain this in plain language:

AS9100 is for the components. Airworthiness is for the finished aircraft.

It's like buying a car:

• You look at the wheels
• You look at the paint
• You look at the model
• You look at the engine

But you do not inspect the components that car was built with — the bolts, the wiring, the bearings, the assemblies, the sub‑components.

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That is what AS9100 is for.

And Boeing never received AS9100 July 2002 to present- certification because:

• They didn't want auditors pulling people off the floor
• They didn't want production slowed
• They didn't want aircraft movement between stations interrupted
• They didn't want oversight exposing the environment they were operating in

ICOP was the shield.

ANAB was the stamp.

The MRA–MLA system was the global amplifier.

And when ANAB told the U.S. Department of State in 2018 that they were an "underwriter," the entire ICOP structure collapsed — but nobody told you.

This Fraud Did NOT Stay in Aerospace — It Spread Everywhere

Every industry that relied on ANAB or MRA–MLA accreditation has been operating under fraudulent compliance since 2018:

• Aerospace
• Medical devices
• Automotive
• Electronics
• Pharmaceutical
• If your accreditation was ANAB or MRA–MLA, your compliance is compromised. ANAB Fraud in Contract 19AQMM18R0131-(2018) Triggers Global MRA/MLA Collapse, Invalidating Aerospace and Cross Industry Certifications  https://www.prlog.org/13146517-anab-fraud-in-contract-19aqmm18r0131-2018-triggers-global-mramla-collapse-invalidating-aerospace-and-cross-industry-certifications.html

If your compliance is compromised, your parts are compromised.

If your parts are compromised, your customers are compromised.

This is not an aerospace problem — it is a global supply‑chain contamination.

Seven Years Later, the Federal Government Is STILL Paying Into the Fraud

The following federal agencies are STILL paying into the fraudulent accreditation system:

• DHS
• DOJ
• DOC
• DOS
• FDA

They are not just "members."

They are customers.

And while they continue paying into a broken system, Boeing and Airbus continue receiving fraudulent parts backed by fictitious certificates of compliance.

You can print whatever you want on a certificate, but:

If the system in which the part was made was fraudulent, the certificate is fraudulent.

If the certificate is fraudulent, the part is no good.

If the part is no good, the aircraft is no good.

This applies equally to:

• Medical implants
• Automotive safety components
• Electronics assemblies
• Pharmaceutical manufacturing equipment
• All industries worldwide

Fraudulent compliance contaminates everything it touches.

Let me make this painfully clear: Boeing and Airbus are still getting fraudulent parts.

Every "sort of compliance" you were issued from 2018 to the present is unreliable because:

• The accreditation system was compromised.
• Your registrar was never informed.
• Your auditor was never informed.
• You were never informed.
• The environment you manufactured in was fraudulent.

A fraudulent environment produces fraudulent compliance.

There is no exception.

What This Means for Your Parts — and Their Aircraft

Your parts, from 2018 to present, fall under one classification:

SUP — Supplied Unapproved Parts

And here's what SUP means under FAA regulation:

A Supplied Unapproved Part is any part that does not meet approved design, manufacturing, or documentation requirements — regardless of whether the supplier believed it was compliant.

Let me translate that for you:

• If your accreditation was fraudulent, your documentation is fraudulent.
• If your documentation is fraudulent, your part is SUP.
• If your part is SUP, the aircraft is SUP.
• If the aircraft is SUP, it is not airworthy under FAA definition.

This is not a theory.

This is not a debate.

This is not a "difference of opinion."

This is regulatory fact.

And remember — this applies to medical, automotive, electronics,pharmaceutical and all industries as well, worldwide.

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A fraudulent accreditation invalidates every part, in every industry, without exception,worldwide .

And before you run to ANAB for answers — don't.

If you contact ANAB right now, you will learn something you are not prepared for: 2018–Present: ANAB's Structural Failures & Outdated Designation Undermine Certification Integrity Across U.S., European, Asian,& Global Supply Chains https://www.prlog.org/13142888-2018present-anabs-structural-failures-outdated-designation-undermine-certification-integrity-across-useuropean-asian-global-supply-chains.html  ( ANAB contact numbers are contained in article)

What you bought is not what you think you bought.

And I'm telling you right now:

Do not listen to ANAB.

I, Daryl Guberman, have the data.

I have the documentation.

I have the timelines.

I have the evidence.

I have the affidavit from a salesperson, who allowed me into the room to listen to ANAB's official who did not know that Boeing did not have AS9100 for 24 years and disparaged me.

And I didn't stop there — I went global.

I, Daryl Guberman, have contacted:

• DGCA – India
• CAAC – China
• Major airlines in USA, across Asia and the Middle East

My Guberman Analysis https://guberman-quality.com/the-guberman-analysis/ of the 2025 Boeing 787 crash in India concluded that the root cause was not the toggle switch and not pilot error. The root cause was the conformity environment in which the aircraft was built — an environment without independent supplier audits, without valid accreditation, and without traceable oversight. FAA – Subject: Engine & Fuel Control/ SAIB Number: NM-18-33 /December 17, 2018 – Reference section on BACKGROUND (PAGE 1) end of paragraph This document speaks about vibration and how it can cause toggle switches to move to shutoff https://drs.faa.gov/browse/excelExternalWindow/BBE820D0419DB3358625836600761396.0001?modalOpened=true

I have already brought this information forward to DGCA India and CAAC China. DGCA India became the first regulator in history to freeze both Boeing and Airbus deliveries. China recalibrated Boeing's projected 500‑aircraft deal to a tentative 200 after receiving my analysis. Air India looking to defer aircraft deliveries and postpone expansion plans: Report https://www.newindianexpress.com/amp/story/business/2026/Jun/12/air-india-looking-to-defer-aircraft-deliveries-and-postpone-expansion-plans-report

Emirates refusing to take delivery of first 10 Boeing 777X jets https://finance.yahoo.com/markets/stocks/articles/emirates-refusing-delivery-first-10-140451290.html

They have our data.

They know what we know.

They understand the magnitude of this failure.

We are doing this for one reason:

To save lives.

Yes, I hear the saying all the time:

"Flying is safer than driving."

But let me tell you the part nobody wants to say out loud:

Flying is safer — but it is not trustworthy.

Which means you play lotto every time you get on a plane.

THE OUTCOME IS NOT GOOD — IN ANY INDUSTRY

As you come to the end of this press release, you must understand something:

The outcome is not good in ANY industry from 2018 to present worldwide.

Every sector — aerospace, medical, automotive, electronics, pharmaceutical and industry — is still producing parts in fraudulent environments because of the 2018 Department of State contract, where ANAB told the U.S. government, they were an "underwriter."

That single lie contaminated:

• Every audit
• Every certificate
• Every supplier
• Every manufacturer
• Every part
• Every aircraft
• Every medical device
• Every automobile
• Every electronic assembly
• Every pharmaceutical production line

The fraud did not stay in one place — it spread everywhere.

And now the world is flying, driving, implanting, consuming, and relying on products built in environments that were never legitimate from 2018 to present.

"Truth is the weight that crushes corruption – never the one who carries it."
-2026 Daryl Guberman