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Carr produced the map never seen by anyone prior, correct? if so I'm sure someone asked where it came from? It's documented that the Air Force made the maps. Tom Kaye confirmed Paul S. made the LZ map.

I guess so ....... ?

Prior to the DZ thread there were no maps posted on any other Cooper site ? That I know of .

Not that I'm aware of. it's sounds like someone asked him where the maps came from and he answered with not knowing.

The map was given to the FBI on November 26, 1971...

Cook has claimed he saw or had the fp map, years ago - people that worked for Tosaw in 1980 said he had an FBI flight path map with him on the boat(s). Its likely officials shared the map with others through the years. We see the fp map in photos taken in the 1972 search.

Wally and a few others commented (in a number of interviews) about the 'flight path search map's origin' and I am trying to get time to go through those notes and present them in some kind of logical manner.  That TAG team photo is important because it shows some of the people who were central to the development of the flight path search map. One reason for the test flight was to duplicate conditions and refine when and where Cooper bailed ...

Tosaw apparently preferred the west bypass of Portland also.

Jumping tomorrow over the Byron CA DZ. Will be carrying more stuff than Cooper did, multiple radios, etc. I am going to pull just after exit. Don't want to risk getting unstable. A fast spin would probably shake loose my stowed 20 meter long wire antenna and wrap me up in it. You are not allowed to view links. Register or Login

Wish Georger would fire up on 14.240 MHz USB and make a contact. I have talked to hams as far away as Maryland on that frequency while under canopy. I only use a couple of watts. My HF radio runs on AA batteries.

I think Cooper survived the jump. If he died there would be rent or a mortgage unpaid, mail piling up, friends and relatives wondering where someone had disappeared to. Somebody would put two and two together given the publicity and the sketches.

377

My ants really suffered this year in our storms - first time in years Ive had this much damage. Maybe they are just getting old and feeble -    I will have to do something before winter - I do have an eager worker ready to help.. and I planned ahead and have replacement parts. I cant believe how much ants have inflated in price! Have you priced a Butternet HF9V these days! Or the capacitors? OMG.  I still belong to that old Butternut Yahoo Group and a few other oldies still going!  Those old groups are still alive and active.  Yes if we are ever going to work I guess we had better get to it!!   

BTW - I still have my old TS830 - I just dont have the heart to part with it, and it still works like a champ. I just love that radio.

anyway 73...

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The flight path is all over the place lately...I'm wondering when someone with start believing they dumped him out in the ocean as Rataczak originally wanted to do...maybe we should call it the Wild West Path 

Shutter, I have been attempting to determine when the width of Victor airways was reduced from 10 Statute Miles to 8 Nautical Miles.  However, I cannot find anything on the Internet about that.

Do you have any information on this subject or know when it can be found?

Ammerman would know! I forget what he said ...

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The flight path is all over the place lately...I'm wondering when someone with start believing they dumped him out in the ocean as Rataczak originally wanted to do...maybe we should call it the Wild West Path 

Shutter, I have been attempting to determine when the width of Victor airways was reduced from 10 Statute Miles to 8 Nautical Miles.  However, I cannot find anything on the Internet about that.

Do you have any information on this subject or know when it can be found?

Never found anything. several pilots haven't heard of it either..

Consider that 8NM is equal to 9.2SM.

Two miles is a lot...

Most airways are eight nautical miles (14 kilometers) wide, and the airway flight levels keep aircraft separated by at least 500 vertical feet from aircraft on the flight level above and below when operating under VFR.

Military Training Routes are divided into Instrument Routes (IR), and Visual Routes (VR). Each route is identified by either of these two letters, followed by either four digits for routes below 1,500 feet above ground level, or three digits for routes extending for at least one leg above 1,500 ft AGL. (i.e., VR-1056). The difference between the IR and VR routes is that IR routes are flown under Air Traffic Control, while VR routes are not.

Airspace above the United States from the surface to 10,000 feet above sea level is limited to 250 knots (indicated airspeed) per the FAA's Federal Aviation Regulations. This speed limit hinders most modern-day tactical aircraft training operations, since low-level strikes are conducted almost exclusively at speeds exceeding 300 knots. Military Training Routes are usually limited to 420 knots, and in no case are aircraft allowed to exceed Mach 1 within United States sovereign airspace, except in designated Military Operation Areas. While on the route military aircraft squawk a Mode C Transponder code of '4000', which informs controllers that they are 'speeding' on a route. This squawk however is only legal by military aircraft, while inside a properly scheduled route corridor. MTRs do not constitute an official airspace, and are all open to VFR or IFR civilian traffic; however only military aircraft are allowed to squawk 4000 and exceed 250 knots.

Each route is defined by a number of geographical coordinates and their respective navaid fixes. From this line the corridor is extended a specific number of miles, in the vast majority of cases this is five miles, making the corridor 10 miles wide. The Routes are individually operated through one of the local military air bases, which schedule and 'own' the route. The FAA requires these bases to 'NOTAM' out the routes at least two hours prior to use to allow for civilian traffic to de-conflict if needed.....

Remember that 305 wasn't beholden to V23. 305 cutting off the dogleg and veering outside of V23 by 2 or 3 miles is meaningless if that's what it takes to skirt downtown Portland. Moreover, V23 heads 175 degrees from Battlefield, therefore 305 would naturally merge right back into center line V23 just south of Portland.

This is like forgetting to tell the police it was a female that did the crime and not a male...decades later...oh, it was a woman by the way?