Poll

Do you believe Cooper lived or died. the option are below to cast a vote...

0% Cooper lived
6 (9.7%)
25% Cooper lived
4 (6.5%)
35% Cooper lived.
2 (3.2%)
50% Cooper lived
13 (21%)
75% Cooper lived
14 (22.6%)
100 Cooper lived
23 (37.1%)

Total Members Voted: 57

Author Topic: Clues, Documents And Evidence About The Case  (Read 787734 times)

Offline Chaucer

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Re: Clues, Documents And Evidence About The Case
« Reply #8070 on: August 17, 2022, 04:12:45 PM »
Correct, Robert. This was due to the collision of two passenger jets over the Grand Canyon. I know this only because I visited that site this past June.

I can accept that perhaps 305 could be given a different frequency in error. I find it almost unbelievable that ATC would not notice and correct that error immediately.

Also, as I have stated, the radar sectors do not seem to align with Ammerman's account.
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Offline Chaucer

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Re: Clues, Documents And Evidence About The Case
« Reply #8071 on: August 17, 2022, 04:51:37 PM »
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I obtained copies of the IFR Enroute Low Altitude Charts L1/L2, which were in effect on the day of the hijacking, from the National Archives and Records Administration (which is the same organization that is currently in the media).  Anyway, I sent Sluggo a copy of the disks and he printed out copies that are on his website (wherever that site is today). 
I have looked on Sluggo's site for these low atltude maps, but I can't locate them. Did he post them publicly?

Did you explore the "Other Evidence" section?  If you go to that page and scroll down, there are Aeronautical Charts broken up by section, for example:
Seattle Sectional North, Seattle Sectional South and so forth....

.....all the way toward the bottom:

"L-1 Side of the United States Government Flight Information Publication “Enroute Low Altitude – U. S.”
This is a JPEG of the chart supplied to Flight 305 while on the ground at SEA. The effective date is: 11 NOV 1971 to 09 DEC 1971.
 This chart was made possible by the hard work and generosity of Robert Nicholson. Robert is truly a “Friend-of-the-Site
.”
Thanks, JAG. That was helpful.

In looking at this map, it appears to be a map of low-altitude maps. It does not appear to show radar sectors.

I also found the list of ATC frequencies there (thanks apparently to Robert). The list appears to only show frequencies related to the airports and does not indicate radar sector frequencies.
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Offline Robert99

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Re: Clues, Documents And Evidence About The Case
« Reply #8072 on: August 17, 2022, 06:31:32 PM »
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I obtained copies of the IFR Enroute Low Altitude Charts L1/L2, which were in effect on the day of the hijacking, from the National Archives and Records Administration (which is the same organization that is currently in the media).  Anyway, I sent Sluggo a copy of the disks and he printed out copies that are on his website (wherever that site is today). 
I have looked on Sluggo's site for these low atltude maps, but I can't locate them. Did he post them publicly?

Did you explore the "Other Evidence" section?  If you go to that page and scroll down, there are Aeronautical Charts broken up by section, for example:
Seattle Sectional North, Seattle Sectional South and so forth....

.....all the way toward the bottom:

"L-1 Side of the United States Government Flight Information Publication “Enroute Low Altitude – U. S.”
This is a JPEG of the chart supplied to Flight 305 while on the ground at SEA. The effective date is: 11 NOV 1971 to 09 DEC 1971.
 This chart was made possible by the hard work and generosity of Robert Nicholson. Robert is truly a “Friend-of-the-Site
.”
Thanks, JAG. That was helpful.

In looking at this map, it appears to be a map of low-altitude maps. It does not appear to show radar sectors.

I also found the list of ATC frequencies there (thanks apparently to Robert). The list appears to only show frequencies related to the airports and does not indicate radar sector frequencies.

Chaucer, I don't know what you mean by "radar sectors" but any radar in 1971 that could interrogate a transponder (instead of just skin painting the aircraft) should also show the transponder code that the airliner was squawking.  And the airliner squawked 3100 all the way from SEATAC to Reno.  The Air Traffic Control system used a number of different radar stations in tracking the airliner but these stations are not identified.

If you see the ATC information at the very bottom of the L-1 chart you should also see a list of remote ATC frequencies for the Seattle, Oakland, and Los Angeles Centers in the US and the Vancouver Center in Canada. The remote locations of the stations with those frequencies are plotted on L-1.  Normally, the enroute airliners would not be talking to the airport control towers except at the origin and destination airports. 
 

Offline Chaucer

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Re: Clues, Documents And Evidence About The Case
« Reply #8073 on: August 17, 2022, 07:40:25 PM »
Robert,
Surely you know what a radar sector is. Cliff Ammerman himself said that he was covering Sectors 4 and 5. I have also posted two maps displaying the various high altitude and low altitude radar sectors in the Seattle area. Dr. Edwards’ book also displays a map on p. 93.

I’m looking for a similar map of the radar sectors from 1971.

I did see that list of remote radar frequencies and none of them are frequencies mentioned in the transcripts or TTY.
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Offline Robert99

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Re: Clues, Documents And Evidence About The Case
« Reply #8074 on: August 18, 2022, 02:17:32 AM »
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Robert,
Surely you know what a radar sector is. Cliff Ammerman himself said that he was covering Sectors 4 and 5. I have also posted two maps displaying the various high altitude and low altitude radar sectors in the Seattle area. Dr. Edwards’ book also displays a map on p. 93.

I’m looking for a similar map of the radar sectors from 1971.

I did see that list of remote radar frequencies and none of them are frequencies mentioned in the transcripts or TTY.

Those are control sectors.  And I don't know what you mean by "remote radar frequencies".

The remoted VHF communication sites and their frequencies are what are listed at the bottom of L-1 as mentioned earlier.  All radio communications with the civilian airliners were on the VHF frequencies.  The UHF frequencies are military communication frequencies.  Except for the C-130 search and rescue aircraft, which had both VHF and UHF transceivers, the airliner and military aircraft could not talk directly except perhaps on the emergency frequencies 121.5 VHF and 243.0 UHF.

I have previously posted a study of the flight south from SEATAC and shown in the Seattle ATC radio transcripts where the airliner was told to switch from one VHF frequency to another.  Several of the remote sites and frequencies were utilized.  One of the remote sites is just across the river from Tena Bar. 
 

Offline Chaucer

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Re: Clues, Documents And Evidence About The Case
« Reply #8075 on: August 18, 2022, 03:20:14 PM »
Robert,

That's all fine and dandy, but it has nothing to do with anything.

I'm looking for maps of the low and high-altitude radar sectors from 1971. I'd also like a list of high-altitude frequencies from that time too.

Not sure why you brought up VHF vs. UHF because it is irrelevant to my post.
« Last Edit: August 18, 2022, 03:22:04 PM by Chaucer »
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Offline Robert99

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Re: Clues, Documents And Evidence About The Case
« Reply #8076 on: August 18, 2022, 04:23:26 PM »
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Robert,

That's all fine and dandy, but it has nothing to do with anything.

I'm looking for maps of the low and high-altitude radar sectors from 1971. I'd also like a list of high-altitude frequencies from that time too.

Not sure why you brought up VHF vs. UHF because it is irrelevant to my post.

Chaucer, good luck on finding whatever it is you are looking for.  And if your search is successful, please post the results here.

But I have an offer for you.  Or maybe two offers.

OFFER NUMBER 1

On July 5, 2016, at 08:58:05 PM EDT, I posted "NWA 305 FLIGHT PATH ANALYSIS - REVISITED" on the Flight Path thread on this site.  On February 13, 2017, at 10:53:10 AM EST, I made my last post on the subject.  Shortly thereafter, I decided to take a vacation from this site and deleted all my posts and PMs.  But before doing so, I printed out hard copies of my posts on the Flight Path thread and that came to 44 pages of printouts.

These 44 pages of printouts are the most detailed and explanatory analysis of the hijacked airliner's flight path, radio communications, and other related factors that have ever been produced, and I say that in all humility.   

If there is a backup copy of these posts somewhere on Shutter's site, feel free to take a look at it and provide a link to it if you want.  Or if you want a copy of the 44-page printout, just let me know and we will discuss the matter some more.

OFFER NUMBER 2

Eric Ulis contacted me some years ago and asked permission to include 27 pages of my analysis in a 100+ page document that he was preparing.  Permission was given and he produced that document and offered it on this site.

Chaucer, if you have a copy of EU's document, or can obtain one, you would definitely benefit from reading it.

FREE CONSOLATION OFFER

Perhaps in the next few days, I will have time to post at some length on how the winds aloft information was developed which was mostly due to the efforts of Tom Kaye.

The above was not an insult.
   
« Last Edit: August 18, 2022, 04:24:56 PM by Robert99 »
 

Offline Chaucer

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Re: Clues, Documents And Evidence About The Case
« Reply #8077 on: August 18, 2022, 04:55:14 PM »
Offers accepted. That said, Dr. Edwards and myself have done a fair bit of research and analysis into the flight comms that night. Your research would be helpful cross-referencing what we have done.

I would certainly post anything I find on this website first.
« Last Edit: August 18, 2022, 06:31:01 PM by Chaucer »
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Offline Robert99

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Re: Clues, Documents And Evidence About The Case
« Reply #8078 on: August 18, 2022, 07:05:08 PM »
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Offers accepted. That said, Dr. Edwards and myself have done a fair bit of research and analysis into the flight comms that night. Your research would be helpful cross-referencing what we have done.

I would certainly post anything I find on this website first.

Chaucer,

Since you have deleted the question from your post that is cited above, I see that you have now discovered where the L-1 chart came from.  For the record, its origin was explained in my post number 8063, dated August 16th, which was completely included in Chaucer's post number 8066, dated August 17th (which I believe was just yesterday).  Maybe you should read your posts more closely.

For a copy of Eric Ulis's book mentioned earlier, I suggest that you get in touch with him.  I'm not going to send you my copy of that book.

On the subject of the 44 pages of flight analysis and comments, Dr. Robert Edwards has had a copy of this information since June 2020.

If you want a copy of the 44-page document, please explain what you plan to do with it.  I have no objections to it being put online and linked to this site.

And to answer a question that has not yet been asked, as I have explained to EU (and this also goes for Dr. Edwards), we don't have to agree on anything, not even the time of day.  So if Eric, Dr. Edwards, and I come up with three different opinions (or maybe more than that ;D) for the same matter then it is completely normal and nothing to get exercised about.

The story about the winds aloft history will be posted on this site in the next few days.

Nothing above is an insult.
 

Offline Chaucer

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Re: Clues, Documents And Evidence About The Case
« Reply #8079 on: August 19, 2022, 01:59:42 AM »
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Offers accepted. That said, Dr. Edwards and myself have done a fair bit of research and analysis into the flight comms that night. Your research would be helpful cross-referencing what we have done.

I would certainly post anything I find on this website first.

Chaucer,

Since you have deleted the question from your post that is cited above, I see that you have now discovered where the L-1 chart came from.  For the record, its origin was explained in my post number 8063, dated August 16th, which was completely included in Chaucer's post number 8066, dated August 17th (which I believe was just yesterday).  Maybe you should read your posts more closely.

For a copy of Eric Ulis's book mentioned earlier, I suggest that you get in touch with him.  I'm not going to send you my copy of that book.

On the subject of the 44 pages of flight analysis and comments, Dr. Robert Edwards has had a copy of this information since June 2020.

If you want a copy of the 44-page document, please explain what you plan to do with it.  I have no objections to it being put online and linked to this site.

And to answer a question that has not yet been asked, as I have explained to EU (and this also goes for Dr. Edwards), we don't have to agree on anything, not even the time of day.  So if Eric, Dr. Edwards, and I come up with three different opinions (or maybe more than that ;D) for the same matter then it is completely normal and nothing to get exercised about.

The story about the winds aloft history will be posted on this site in the next few days.

Nothing above is an insult.
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Offline DBfan57

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Re: Clues, Documents And Evidence About The Case
« Reply #8080 on: August 19, 2022, 10:26:43 AM »
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R99, does that 14 minute period correspond to the time frame you mention the WSHM says is redacted or missing ?  Or am I mucking this all up..?

JAG, I'm afraid I don't find the Ulis/Ammerman explanation very convincing.  You are not mucking anything up.

When I joined DropZone in 2009, before I made my first post, I obtained copies of the IFR Enroute Low Altitude Charts L1/L2, which were in effect on the day of the hijacking, from the National Archives and Records Administration (which is the same organization that is currently in the media).  They were in digital format on disks and I had a photographic company print out a hard copy for my personal use.  The total cost was about $400 not counting the cost of antiacids that I needed in dealing with a certain NARA sub-contractor.  Anyway, I sent Sluggo a copy of the disks and he printed out copies that are on his website (wherever that site is today).  Eventually, I sent all of the original disks to Fred Poyner at the WSHM and they are available on that site today.

Here is a general picture of how airspace was divided in 1971.  From sea level (or ground level) to 18,000 feet, IFR traffic used the Low Altitude Charts for navigation and the airways were named Victor Airways.  Everything from 18,000 to 60,000 feet used the High Altitude Charts and were named Jet Airways.  Above 60,000 feet, everything was VFR (not IFR) and point-to-point.

Cooper specified that the airliner was not to fly above 10,000 feet above sea level.  This is also the minimum altitude for obstacle clearance and radio navigation/communications reception on the flight south from SEATAC.  These altitudes were established for air traffic control purposes on V-23.

At times during this segment, radio contact with ARINC was lost and communications were relayed by two other airliners to an ARINC facility.  When in the California area, Oakland Air Traffic Control told the airliner to switch to the Sacramento ARINC frequency and they did so.  But this did not have anything to do with air traffic control.

In the Seattle Air Traffic Control radio transcripts, a total of 19 areas of redactions are indicated.  There were no redactions indicated in the Oakland Air Traffic Control radio transcripts.

The roll of ARINC teletype transcripts included with the Harrison papers was made avail to Fred Poyner at the WSHM.  He made a study of what was on that roll, which had been sliced up considerably, and the public released teletype transcripts.

Poyner concluded that there were 8 areas in the ARINC transcripts of "missing, or redacted, teletype print copy, with each area made up of one or more individual 'blocks' or entries of text."  He listed a total of 30 "entries of text" that were missing for the period from 4:45 PM to 8:05 PM PST, inclusive.

Poyner also concluded that there was nothing missing between time stamps for 8:10 PM to 8:24 PM PST when compared to the public released transcripts for this time period.

For anyone wishing to pursue this further, the Seattle and Oakland Air Traffic Control transcripts and some of the ARINC teletype transcripts are posted here on Shutter's site.  Fred Poyner's analysis, or at least part of it, may be available on the WSHM web page.       
Im guessing Cooper has cost you more than $400?  He has cost many people plenty of money.   And some, more than what he stole.  I always wondered after watching the Prison Break act on the Cooper heist, does anyone think its possible he actually did get more?  That the FBI and the Northwest Airlines could have liked about the dollar amount?  Or are there just too many cooks in the kitchen for that to have happened?
 

Offline Robert99

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Re: Clues, Documents And Evidence About The Case
« Reply #8081 on: August 19, 2022, 01:10:24 PM »
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R99, does that 14 minute period correspond to the time frame you mention the WSHM says is redacted or missing ?  Or am I mucking this all up..?

JAG, I'm afraid I don't find the Ulis/Ammerman explanation very convincing.  You are not mucking anything up.

When I joined DropZone in 2009, before I made my first post, I obtained copies of the IFR Enroute Low Altitude Charts L1/L2, which were in effect on the day of the hijacking, from the National Archives and Records Administration (which is the same organization that is currently in the media).  They were in digital format on disks and I had a photographic company print out a hard copy for my personal use.  The total cost was about $400 not counting the cost of antiacids that I needed in dealing with a certain NARA sub-contractor.  Anyway, I sent Sluggo a copy of the disks and he printed out copies that are on his website (wherever that site is today).  Eventually, I sent all of the original disks to Fred Poyner at the WSHM and they are available on that site today.

Here is a general picture of how airspace was divided in 1971.  From sea level (or ground level) to 18,000 feet, IFR traffic used the Low Altitude Charts for navigation and the airways were named Victor Airways.  Everything from 18,000 to 60,000 feet used the High Altitude Charts and were named Jet Airways.  Above 60,000 feet, everything was VFR (not IFR) and point-to-point.

Cooper specified that the airliner was not to fly above 10,000 feet above sea level.  This is also the minimum altitude for obstacle clearance and radio navigation/communications reception on the flight south from SEATAC.  These altitudes were established for air traffic control purposes on V-23.

At times during this segment, radio contact with ARINC was lost and communications were relayed by two other airliners to an ARINC facility.  When in the California area, Oakland Air Traffic Control told the airliner to switch to the Sacramento ARINC frequency and they did so.  But this did not have anything to do with air traffic control.

In the Seattle Air Traffic Control radio transcripts, a total of 19 areas of redactions are indicated.  There were no redactions indicated in the Oakland Air Traffic Control radio transcripts.

The roll of ARINC teletype transcripts included with the Harrison papers was made avail to Fred Poyner at the WSHM.  He made a study of what was on that roll, which had been sliced up considerably, and the public released teletype transcripts.

Poyner concluded that there were 8 areas in the ARINC transcripts of "missing, or redacted, teletype print copy, with each area made up of one or more individual 'blocks' or entries of text."  He listed a total of 30 "entries of text" that were missing for the period from 4:45 PM to 8:05 PM PST, inclusive.

Poyner also concluded that there was nothing missing between time stamps for 8:10 PM to 8:24 PM PST when compared to the public released transcripts for this time period.

For anyone wishing to pursue this further, the Seattle and Oakland Air Traffic Control transcripts and some of the ARINC teletype transcripts are posted here on Shutter's site.  Fred Poyner's analysis, or at least part of it, may be available on the WSHM web page.       
Im guessing Cooper has cost you more than $400?  He has cost many people plenty of money.   And some, more than what he stole.  I always wondered after watching the Prison Break act on the Cooper heist, does anyone think its possible he actually did get more?  That the FBI and the Northwest Airlines could have liked about the dollar amount?  Or are there just too many cooks in the kitchen for that to have happened?

You are correct.  That $400 was just the start and a lot more has followed including more than 10,000+ miles of driving and several months on the road.

My personal opinion of Cooper is that he was extremely lucky one afternoon and evening until he step off the aft stairs and came face to face with Mother Nature who is a severe task maker.  And a minute or two later he was on the ground and deceased. 
 

Offline DBfan57

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Re: Clues, Documents And Evidence About The Case
« Reply #8082 on: August 20, 2022, 02:58:17 PM »
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R99, does that 14 minute period correspond to the time frame you mention the WSHM says is redacted or missing ?  Or am I mucking this all up..?

JAG, I'm afraid I don't find the Ulis/Ammerman explanation very convincing.  You are not mucking anything up.

When I joined DropZone in 2009, before I made my first post, I obtained copies of the IFR Enroute Low Altitude Charts L1/L2, which were in effect on the day of the hijacking, from the National Archives and Records Administration (which is the same organization that is currently in the media).  They were in digital format on disks and I had a photographic company print out a hard copy for my personal use.  The total cost was about $400 not counting the cost of antiacids that I needed in dealing with a certain NARA sub-contractor.  Anyway, I sent Sluggo a copy of the disks and he printed out copies that are on his website (wherever that site is today).  Eventually, I sent all of the original disks to Fred Poyner at the WSHM and they are available on that site today.

Here is a general picture of how airspace was divided in 1971.  From sea level (or ground level) to 18,000 feet, IFR traffic used the Low Altitude Charts for navigation and the airways were named Victor Airways.  Everything from 18,000 to 60,000 feet used the High Altitude Charts and were named Jet Airways.  Above 60,000 feet, everything was VFR (not IFR) and point-to-point.

Cooper specified that the airliner was not to fly above 10,000 feet above sea level.  This is also the minimum altitude for obstacle clearance and radio navigation/communications reception on the flight south from SEATAC.  These altitudes were established for air traffic control purposes on V-23.

At times during this segment, radio contact with ARINC was lost and communications were relayed by two other airliners to an ARINC facility.  When in the California area, Oakland Air Traffic Control told the airliner to switch to the Sacramento ARINC frequency and they did so.  But this did not have anything to do with air traffic control.

In the Seattle Air Traffic Control radio transcripts, a total of 19 areas of redactions are indicated.  There were no redactions indicated in the Oakland Air Traffic Control radio transcripts.

The roll of ARINC teletype transcripts included with the Harrison papers was made avail to Fred Poyner at the WSHM.  He made a study of what was on that roll, which had been sliced up considerably, and the public released teletype transcripts.

Poyner concluded that there were 8 areas in the ARINC transcripts of "missing, or redacted, teletype print copy, with each area made up of one or more individual 'blocks' or entries of text."  He listed a total of 30 "entries of text" that were missing for the period from 4:45 PM to 8:05 PM PST, inclusive.

Poyner also concluded that there was nothing missing between time stamps for 8:10 PM to 8:24 PM PST when compared to the public released transcripts for this time period.

For anyone wishing to pursue this further, the Seattle and Oakland Air Traffic Control transcripts and some of the ARINC teletype transcripts are posted here on Shutter's site.  Fred Poyner's analysis, or at least part of it, may be available on the WSHM web page.       
Im guessing Cooper has cost you more than $400?  He has cost many people plenty of money.   And some, more than what he stole.  I always wondered after watching the Prison Break act on the Cooper heist, does anyone think its possible he actually did get more?  That the FBI and the Northwest Airlines could have liked about the dollar amount?  Or are there just too many cooks in the kitchen for that to have happened?

You are correct.  That $400 was just the start and a lot more has followed including more than 10,000+ miles of driving and several months on the road.

My personal opinion of Cooper is that he was extremely lucky one afternoon and evening until he step off the aft stairs and came face to face with Mother Nature who is a severe task maker.  And a minute or two later he was on the ground and deceased.

There is zero evidence to back up your claim that he died in the jump and I believe NO WAY.    He survived the jump.  Its after that we do not have any idea.  Well some ideas, but none that are fool proof.
Hey Chaucer, you are the Zodiac researcher here right?  I see several YouTube feeds claiming they know who the Zodiac was and that its solved and al of that. But there is so much crap out there.  Do you know if its actually proven as to his identity?  I certainly do not believe that Jack The Ripper was the guy that they recently named on a couple of channels.  I do believe that it was Charles Lechmere.
 

Offline Robert99

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Re: Clues, Documents And Evidence About The Case
« Reply #8083 on: August 20, 2022, 03:58:11 PM »
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R99, does that 14 minute period correspond to the time frame you mention the WSHM says is redacted or missing ?  Or am I mucking this all up..?

JAG, I'm afraid I don't find the Ulis/Ammerman explanation very convincing.  You are not mucking anything up.

When I joined DropZone in 2009, before I made my first post, I obtained copies of the IFR Enroute Low Altitude Charts L1/L2, which were in effect on the day of the hijacking, from the National Archives and Records Administration (which is the same organization that is currently in the media).  They were in digital format on disks and I had a photographic company print out a hard copy for my personal use.  The total cost was about $400 not counting the cost of antiacids that I needed in dealing with a certain NARA sub-contractor.  Anyway, I sent Sluggo a copy of the disks and he printed out copies that are on his website (wherever that site is today).  Eventually, I sent all of the original disks to Fred Poyner at the WSHM and they are available on that site today.

Here is a general picture of how airspace was divided in 1971.  From sea level (or ground level) to 18,000 feet, IFR traffic used the Low Altitude Charts for navigation and the airways were named Victor Airways.  Everything from 18,000 to 60,000 feet used the High Altitude Charts and were named Jet Airways.  Above 60,000 feet, everything was VFR (not IFR) and point-to-point.

Cooper specified that the airliner was not to fly above 10,000 feet above sea level.  This is also the minimum altitude for obstacle clearance and radio navigation/communications reception on the flight south from SEATAC.  These altitudes were established for air traffic control purposes on V-23.

At times during this segment, radio contact with ARINC was lost and communications were relayed by two other airliners to an ARINC facility.  When in the California area, Oakland Air Traffic Control told the airliner to switch to the Sacramento ARINC frequency and they did so.  But this did not have anything to do with air traffic control.

In the Seattle Air Traffic Control radio transcripts, a total of 19 areas of redactions are indicated.  There were no redactions indicated in the Oakland Air Traffic Control radio transcripts.

The roll of ARINC teletype transcripts included with the Harrison papers was made avail to Fred Poyner at the WSHM.  He made a study of what was on that roll, which had been sliced up considerably, and the public released teletype transcripts.

Poyner concluded that there were 8 areas in the ARINC transcripts of "missing, or redacted, teletype print copy, with each area made up of one or more individual 'blocks' or entries of text."  He listed a total of 30 "entries of text" that were missing for the period from 4:45 PM to 8:05 PM PST, inclusive.

Poyner also concluded that there was nothing missing between time stamps for 8:10 PM to 8:24 PM PST when compared to the public released transcripts for this time period.

For anyone wishing to pursue this further, the Seattle and Oakland Air Traffic Control transcripts and some of the ARINC teletype transcripts are posted here on Shutter's site.  Fred Poyner's analysis, or at least part of it, may be available on the WSHM web page.       
Im guessing Cooper has cost you more than $400?  He has cost many people plenty of money.   And some, more than what he stole.  I always wondered after watching the Prison Break act on the Cooper heist, does anyone think its possible he actually did get more?  That the FBI and the Northwest Airlines could have liked about the dollar amount?  Or are there just too many cooks in the kitchen for that to have happened?

You are correct.  That $400 was just the start and a lot more has followed including more than 10,000+ miles of driving and several months on the road.

My personal opinion of Cooper is that he was extremely lucky one afternoon and evening until he step off the aft stairs and came face to face with Mother Nature who is a severe task maker.  And a minute or two later he was on the ground and deceased.

There is zero evidence to back up your claim that he died in the jump and I believe NO WAY.    He survived the jump.  Its after that we do not have any idea.  Well some ideas, but none that are fool proof.
Hey Chaucer, you are the Zodiac researcher here right?  I see several YouTube feeds claiming they know who the Zodiac was and that its solved and al of that. But there is so much crap out there.  Do you know if its actually proven as to his identity?  I certainly do not believe that Jack The Ripper was the guy that they recently named on a couple of channels.  I do believe that it was Charles Lechmere.

Conversely, there is zero evidence to back up your claim that Cooper survived the jump or that he was Charles Lechmere. 
 

Offline Robert99

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Re: Clues, Documents And Evidence About The Case
« Reply #8084 on: August 20, 2022, 04:24:01 PM »
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Offers accepted. That said, Dr. Edwards and myself have done a fair bit of research and analysis into the flight comms that night. Your research would be helpful cross-referencing what we have done.

I would certainly post anything I find on this website first.

Chaucer, Dr. Edwards posted an excellent analysis related to the communications on his blog yesterday.

If you really want to understand the FAA Air Traffic Control System you need to go to the FAA web page and download FAA Publication JO 7110.65Z, Air Traffic Control, then read it and keep it for reference.  It is only 688 pages long.  After reading it, you can pursue related publications.

The above document also contains a 103-page "Pilot/Controller Glossary".  However the term "Radar Sector" is not included.