You are not allowed to view links. Register or Login

Hopefully, Dudeman will comment on the parachuting aspects of your remarks.  And I will comment on your flight path remarks.  As has been posted here numerous times, if the airliner was on the Western Flight Path (and it was), it would be flying headings as directed by the Seattle ATC controller and not tracking directly to or from a VORTAC navigation station.  Since 1971 was well before the GPS navigation era, the flight crew could not immediately determine from their instruments their exact location.  Consequently, Rataczak has stated that he told someone on the radio (it's not in the heavily redacted Seattle Center radio transcripts) to "mark your maps" when he thought Cooper has jumped.

If the airliner had been tracking down the centerline of V-23 at the time Cooper jumped, all Rataczak would have to say to whoever he was talking to on the radio, "Cooper jumped, we are inbound on radial so-and-so of the so-and-so VORTAC, and so-many DME miles from the station."

Rataczak's "mark your maps" remark supports the belief that the airliner was on the WFP and didn't know its exact position when Cooper jumped.

I should clarify something here.

According to Ammerman, he did not provide any headings for 305. Capt Scott determined for himself the route he opted to take. ATC simply made certain other aircraft stayed out of the way and directed the F-106's as well as the T-33.

Obviously 305 flew south via V23 out of Seattle. However, as is not uncommon, Scott doglegged the portion that went from Maylay to either Canby or Eugene (I'm not certain). This had the benefit of offering a more direct path south that largely avoided the major population centers of downtown Vancouver and downtown Portland. This essentially put the jet on a due south heading very near the Columbia River.

Importantly, Ammerman told me that once the T-33 pulled in behind 305 ( which appears to be at a point near Ridgefield) that he provide the T-33 one heading only (south) as it trailed 305. Therefore, it suggests that 305 was not flying all over the place in and around Vancouver, PDX and Portland as depicted on the FBI Flight Path map. Otherwise, the T-33 heading would have been changed to replicate 305's path.

Quote

If the airliner had been tracking down the centerline of V-23 at the time Cooper jumped, all Rataczak would have to say to whoever he was talking to on the radio, "Cooper jumped, we are inbound on radial so-and-so of the so-and-so VORTAC, and so-many DME miles from the station."

Rataczak's "mark your maps" remark supports the belief that the airliner was on the WFP and didn't know its exact position when Cooper jumped.

That's an assumption of yours with no concrete evidence to support it.

Quote

ATC simply made certain other aircraft stayed out of the way and directed the F-106's as well as the T-33.

The F-106s were essentially remotely flown via computer. The pilots did little except takeoff and land.

"A datalink with NORAD's SAGE system meant that radio silence could be maintained throughout the intercept, while an autopilot allowed the ground controllers to "fly" the aircraft during the final approach to the target. A Tactical Situation Display (TSD) between the pilot's feet showed a moving map of the route across the ground during the intercept."

You are not allowed to view links. Register or Login

Moreover, I'm dubious that a civilian ATC such as Ammerman would have the authority to order headings and altitude for a military aircraft. Certainly, civilian and military ATC would work together, but I'm not convinced a civilian like Ammerman could actually tell the military aircraft what to do. Could be wrong about that, but I'd like to see confirmation.

Quote

However, as is not uncommon, Scott doglegged the portion that went from Maylay to either Canby or Eugene (I'm not certain).

If you have evidence of this, I'd love to see it.

Quote

This had the benefit of offering a more direct path south that largely avoided the major population centers of downtown Vancouver and downtown Portland.

First, the 305 was never over concentrated population centers while Cooper was on board. Second, on the off chance Cooper left the bomb on board to detonate, 305 was never over Vancouver and routed along I-5 which obviously would not be populated. Any course change like the one you suggest is unnecessary.

Quote

Importantly, Ammerman told me that once the T-33 pulled in behind 305 ( which appears to be at a point near Ridgefield)

Wrong. The T-33 pilot says that he was directed toward Lake Oswego, then turned south three miles behind 305 which means the T-33 intercepted 305 near Lake Oswego and not Ridgefield. (Norjak: The Investigation of D.B. Cooper, Himmelsbach, p. 46-47)

Quote

Therefore, it suggests that 305 was not flying all over the place in and around Vancouver, PDX and Portland as depicted on the FBI Flight Path map.

See above.

He would also likely have 25lbs of money tied to him. If he landed in the Columbia that night, his survival would be nearly impossible.

You are not allowed to view links. Register or Login

You are not allowed to view links. Register or Login

He would also likely have 25lbs of money tied to him. If he landed in the Columbia that night, his survival would be nearly impossible.

Chaucer, where is your "concrete evidence" to support your claim?

Well, I can tie a 25 lbs weight to your chest and throw you in the Columbia River in November at night and see how well you swim to shore. Message me and maybe we can meet up.