So, you're assuming that since it was damaged in the hijacking, it was quickly repaired to put it back into service?

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Let me provide some background on my involvement with the Western Flight Path.

At first I saw the FBI Flight Path and didn't question it. Why would I? However, it didn't take long before I realized that there were some major problems that I could not reasonably explain away. Specifically, the fact that nothing had been found in the FBI search along the FBI Flight Path, and the fact that the money was found at Tena Bar.

Later I came upon R99's analysis of the placard drift that was posted on Tom Kaye's site--I believe the conclusion was that it drifted 2.7 miles to the northeast. This wasn't a shocking thing in my mind but notable.

However, I still had a hard time explaining why 305 was flying so erratically according to the FBI Flight Path especially considering the pilots were afraid that there was a live bomb in back that could easily detonate if it fell off a chair, and because the pilots appeared to be extra sensitive about DBC's "No funny stuff" comment." Indeed, they didn't even squawk 7700 because they were afraid DBC would interpret that as "funny stuff."

Then I read R99's theory about the jet flying directly from Maylay to Canby--I don't believe he referred to this as the Western Flight Path per se because I think I came up with that term--but it made a lot of sense considering some of the problems that I identified with the FBI Flight Path.

Later I got my hands on an actual placard which enabled me to provide R99 with some updated size and weight numbers for the placard that he could use to reevaluate the placard's drift. Also, Tom Kaye provided updated and more accurate weather data. In the end, R99's new placard drift analysis showed a much longer drift for the placard which I immediately realized created a very big problem for the FBI Flight Path and also lined up perfectly with the Western Flight Path.

Next, there was the discovery of the FBI file that told the story of the fiberglass skirt find. This too immediately suggested a problem with the FBI Flight Path and pointed to a path out of Seattle that I suspected all along--in other words, a due south departure and heading for the first several miles as the plane gained speed and altitude with gear down, flaps down, and airstairs ajar.

Ultimately all of this convinced me that some version of the Western Flight Path was the true path and it got me thinking about where the FBI Flight Path came from. This caused me to eventually theorize that the FBI Flight Path was probably crafted using radar data from their own F-106's, albeit accidentally. In other words, the circuitous FBI Flight Path was actually the path of the F-106's and not 305.

I closing, I realize that R99 and I carry a unique burden in that we are obligated to prove that the Western Flight Path is right and that the FBI Flight Path is wrong. I say this because we are the ones challenging conventional wisdom which places the burden on us to convince you that we're right, and not necessarily the other way around.

Nonetheless, I think a thorough assessment of the facts as we know them tend to support the Western Flight Path and disprove the FBI Flight Path. Of course, I realize others are going to disagree.

Ultimately all of this convinced me that some version of the Western Flight Path was the true path and it got me thinking about where the FBI Flight Path came from. This caused me to eventually theorize that the FBI Flight Path was probably crafted using radar data from their own F-106's, albeit accidentally. In other words, the circuitous FBI Flight Path was actually the path of the F-106's and not 305.

Why would you think the above? Based on what evidence vs. just dreaming something up?

You are saying everyone who worked on the history of the flight path back in the 2000s including all principle players interviewed - were all WRONG AND LYING? Is this what you are saying?

You are saying the McChord Air Defense Command Direction Center (DC) and the McChord detachment of the 84th Radar Evaluation Squadron (RADES) didn't know what they were doing - and were all incompetent and wrong! You are saying the margin of error these folks were operating in was so large, that 305 was actually anywhere on a north-south line between Seattle and Portland! No wonder some people say Cooper bailed over Mt St Helens, or just outside Reno ! 

That's one helluva a claim. What it is is complete historical ignorance on your part. But that's fine. Some people still insist the world is flat. Yours is a Conspiracy Theory that dismisses all historical facts! What your theory has exposed is that there does not exist on any DB Cooper Forum an accurate comprehensive historical account of how the socalled FBI Flight Path was put together and by whom. An account that everyone can accept because it is true. That only proves that Reality shows on forums and are not Reality!

There is some profound gap in people's educations at Forums that wont even allow them to use the words:  McChord Air Defense Command Direction Center (DC) and the McChord detachment of the 84th Radar Evaluation Squadron (RADES) !    

GEORGER there are times when you have your head up your ass and this is one of them. I am not accusing anyone of lying. Where do I ever accuse anyone of lying?

Also, I'm not accusing anyone of being involved in a conspiracy. Look up the definition of conspiracy. Conspiracy implies malice. Where do I ever accuse anyone of a conspiracy.

How do you respond to Major Dawson's comments? Apparently the FBI Flight Path was not unanimous at McChord.

What I am saying is that people make mistakes. Now if you want to debate that point I think the argument is over before it even begins.

So, I have my head up my ass because: McChord Air Defense Command Direction Center (DC) and the McChord detachment of the 84th Radar Evaluation Squadron (RADES) developed the flight path.

Amazing.

I must also have my head up my ass because the Hydrogen alpha line sits at 6563 angstroms!  And 'water flows down hill'.

Is there anything else you can accuse me of in order to achieve your goal of changing DB Cooper history ?  Five years from today which will historians be discussing? Your theory OR what the McChord Air Defense Command Direction Center (DC) and the McChord detachment of the 84th Radar Evaluation Squadron (RADES) did?      

Which matters most? Your theories or the records of McChord Air Defense Command Direction Center (DC) and the McChord detachment of the 84th Radar Evaluation Squadron (RADES) ?  Who has whose head up whose ass ? Is stopping Georger key to your agenda? I suggest history has the greater force vs anything Georger says or does! Your whole focus is wrong.   

I believe the same jet flew the crew back to Seattle the next day--Thanksgiving. Then at some point shortly thereafter the jet was put back into service. It was obviously repaired before it re-entered service.

I don't know where the jet was repaired. I suspect that what was left of the fiberglass skirts was removed in Reno but perhaps not replaced with new skirts until Seattle or Minneapolis.

I didn't see this before my last post so let me add a  bit more information.  The airliner was repaired in Seattle.  I believe the seats that Cooper used were removed at that time and that is when the tie was found.  With Boeing also located in Seattle, it would be very simple to obtain the necessary replacement parts and to get any experts from Boeing to help out if needed.

The skin damage to the stairs from dragging on the runway at Reno was apparently very minor.  The tower people said the stairs did not touch the runway until the airliner had slowed and was turning off the runway.  Since the skin on the bottom of the stairs was not a structural load bearing item, it could probably be repaired with a minor skin patch and a few rivets if necessary. 

Whoa. The tie was found in Seattle? Post-Nov. 24? Never heard that before. Where'd you get that?

Somewhere in the Cooper literature is a statement to the effect that the FBI in Seattle (or maybe even Portland) had the tie by the Monday following the hijacking.

Interesting info regarding the stairs not incurring much damage during landing. I had suspected that the damage to the staircase panels might have happy during landing - especially since most indications are that their was very little wind entered the cabin with the aft stairs down. I wonder what mechanisms would act on the stairs with such force as to break the fiberglass panels?

The answer to your question is the wind.  The damaged and missing panels would be exposed to high velocity wind as Cooper went down the stairs and the stairs descended well below the aircraft fuselage.

8:05 was where Cooper made his last communication with the cockpit. the oscillations occurred near the Lewis river 8:10. no record of oscillations at 8:05 or prior.

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Interesting info regarding the stairs not incurring much damage during landing. I had suspected that the damage to the staircase panels might have happy during landing - especially since most indications are that their was very little wind entered the cabin with the aft stairs down. I wonder what mechanisms would act on the stairs with such force as to break the fiberglass panels?

The answer to your question is the wind.  The damaged and missing panels would be exposed to high velocity wind as Cooper went down the stairs and the stairs descended well below the aircraft fuselage.

The stairs were partially open. would that be enough to start tearing the panel?

Yes.  Note that the missing panels are at the bottom of the stairs and would be the most exposed to the air stream.

Here is something for you Chaucer...