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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.”

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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 ) 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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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?

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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.