Sluggo_Monster

This occurred right before the comm. loss at 8:22 so that’s not the issue. Here’s my read on it, (But, I’m open to other suggestions): Pilots always say: Who they are calling; who they are; and what they have or want. So, using that as the framework I get: STATEMENT (Interpretation) Center (Seattle ARTCC), 405 (maybe nervousness, he meant 305 (Flight #)), Unintelligible (probably corrected 405 to 305 and said the word “One”), twenty point nine (this and the unintelligible would be the frequency 121.9 MHz), ten thousand (altitude) Because many aircraft use the same frequency, pilots tend to talk in a continuous stream (this was something I struggled with as a student) For instance, I might make this call-up: Ground Cessna seven three one whiskey x-ray runway 32 takeoff with kilo. Which means: Ground Control, this is Cessna 731WX, I wish to taxi to runway 32 and take off from that runway. I have the wind and altimeter readings that were broadcast on ATIS as “Information K (kilo)”. So, I believe he had hit a reporting point on his route and was reporting the frequency he was calling on and altitude. I would feel better about this interpretation if he had said “Radio” instead of “Center”. The ARTTC monitors many frequencies, but broadcast on one at a time, so, sometimes you need to tell them what frequency you are on. I welcome a better explanation. Sluggo Web Page Blog NORJAK Forum

Sluggo was 23 years old when Cooper; "Got the show on the road" and pulled his disappearing act to the amazement of many, Gotta go meet an airplane with a little boy on it. Later guys, Sluggo Web Page Blog NORJAK Forum

Want some help with “the lingo?” Here are some of the abbreviations and acronyms used in the flight logs. AI = Anti-icing ARING = ?? Air Traffic Control DME = Distance Measuring Equipment (an enhancement to some VORs) EUG VOR = Eugene, OR VORTAC near Mahlon Sweet Field Airport FF = Fuel Flow, the rate the fuel is being used GC = Ground Control Position GEAR = The retractable wheels on an airplane HJ = the hijacker (Dan Cooper) IAS = Indicated Air Speed (KIAS is Knots IAS) MFR = Rogue Valley International - Medford Airport MOCA = Minimum Obstruction Clearance Altitude MSPFO = NWA Flight Operations in Minneapolis-St. Paul, Minnesota (Eagle-One) NWA = Northwest Airlines NWAFO = Northwest Airlines Flight Operations NWAFO = Northwest Airlines Flight Operations OM = Outer Marker (a point in the Instrument Landing System (ILS)) PHX = Phoenix Sky Harbor International Airport RBL = Red Bluff Municipal Airport RNO = Reno/Tahoe International Airport SEA = Seattle-Tacoma International Airport SEADD = SEA Flight Dispatch SFO = San Francisco International Airport TAT = Total Air Temperature UAL = United Air Lines VOR = Very High Frequency (VHF) Omni-range. WAL = ? an airline YUM = Yuma Marine Corps Air Station/Yuma International Airport Yuma, Arizona, USA Sluggo_Monster Web Page Blog NORJAK Forum

Hmmmm.... That makes; "I left my fingerprint on the aft stairs!" take on a whole new meaning. Web Page Blog NORJAK Forum

Be careful georger, I used the word "illusionist" and Ckret yelled at me! Sluggo Web Page Blog NORJAK Forum

All, Sugar told me that there was “NO WAY” I was coming in here and getting on the forum. I told her, I was the boss in this family and I would do as I pleased, that I didn’t take orders from her. So, after she went to sleep, I sneaked in here and logged on. I know some things that you don’t know: I know who Lee was. I know what flap setting Cooper specified. I know who told the crew that “they” had dropped 2 – 300 lb boxes out of a 727 in that configuration. I know (now) why my fuel calculations didn’t work. It was 4000 lbs/engine/hr not 4000 gal/hr. I know that the flaps were set at 30-degrees at 19:45 PST. I know who calculated the range of the aircraft. I know that the crew considered dropping the cabin temperature, getting Cooper cold to slow down his reflexes and to do a slow climb to get him hypoxic. I know that Ted Mayfield was discussed in a conference call while the hijacking was in progress. I know a bunch of things that you don’t. Nyah… Nya..Nyah…Nyah {Child’s taunting voice}. Actually, if you want to know this stuff too, go H E R E and take a look. And then, send Ckret a post, PM, or e-mail and thank him for sharing with us. This is good stuff! Oh crap! I hear Sugar coming… I’ve got to go! Later, Slggo_Monster Web Page Blog NORJAK Forum

happythoughts , You got me thinking (that’s dangerous). I know from experi…. Ah… umm… I’ve been told, that sometimes when a person has knowledge of something that they learned in an activity covered by the Atomic Energy Act of 1954 as amended 1999 (NUREG-0980), and they want to get (their version) of the truth out to the public, they write a piece of fiction. I’m sure this is true of other “Official Secrets Acts” as well. So, why wouldn’t it be true for Cooper. Has anybody out there read any bad fiction (magazine article, short story, book, etc.) that made Cooper seem like his crime was justified, heroic, clever, patriotic, etc.? I know it’s a long shot, but maintaining an occult identity is easier by the use of a “Nom de plume” than posting on the internet. Because, if your contract with the publisher dictates that your real identity remain unknown, it would probably (I’ll get 377’s opinion on this) take a court order to find out who the author really is. And, of course, if it was written before about 1990, the internet wouldn't have been a factor. Just some quick thoughts. Sluggo (Counting down the hours) And thanks for all the kind words, it helps make the frustration worthwhile. Web Page Blog NORJAK Forum

If you want/need to see all of the Victor Airways (I studied) at once (GIS Style) download this Google Earth File. That way you won’t have to load them individually. Sluggo Web Page Blog NORJAK Forum

Well guys, Here it is. I’ve done all I am going to do on my Victor Airways Project. I was going to write an executive summary so folks wouldn’t need to dig through the data themselves, but I’m just completely out of energy. This is on my server, but not a part of my website, I may put it on the index later, but I promised myself that I wouldn’t use the main site to push my own theories (that’s what my blog is for). On the page you’ll find there are six routes, V-4 & 25, V-4,31, and 23, V 23, V 27, V165-A, V 165-B, and V 287. The last three I added since I got the Seattle Sectional strip from Ckret. For each route, there is (at a minimum; a Word document with all the data, a GPX file, a Google Earth File, and a few map images. NOTE: Due to the fact that I don’t write HTML very well, and that angers the Gods of Computer-dom, I had to do a little “work-around” with the Google Earth and GPX files. They all have text file extensions (i.e. myfile.gpx is myfilegpx.txt). Download the files and rename them with the KML or GPX extension and they will be ready to go. Some browsers may want to rename them as XML files (because that’s what they are). Just change them back manually. I’m gonna be taking a short break from the forum for a while. I’ve just reached saturation with ground level winds, floating cats, European Sparrows, and movie characters who look like Ckret. I’ll still be lurking, and if someone really needs something, you know how to contact me. My grandson gets here (from Seattle) Saturday morning, so, I’ve cleared my calendar for the next two weeks. I don’t get nearly enough time with that little nipper since I left Washington. Keep digging, I know the answer is “out there” Regards, Sluggo Oh! Yeah! Here’s the link: Victor Airways Project Web Page Blog NORJAK Forum

And.... McCoy got caught.... in what?... Three days? Sluggo_Monster Web Page Blog NORJAK Forum

Whooooops! I misstated something. On the LZ map data the error was expressed like this: The north-south span of possible jump positions is a product of the radar position tolerance of ± 0.5 mile, and the possible communication time determination tolerance of ±1 minute. Then later it says; If it is assumed aircraft position, jump time, wind vector, and other inputs are all accurate (without allowance for the above stated tolerances):…. I assume it is the same for the 1971 Seattle Sectional (because it is the same data). Sluggo_Monster Web Page Blog NORJAK Forum

I think it's due to the plus or minus 1 NM stated error in the radar data and the fact that the tic-marks are all on the even minute (i.e. 20:11 as opposed to 20:11:15). That could produce a lot of variation right there. If the tic-marks were at 15 second deltas (about 0.7 NM each) you would probably get a much different picture. But alas, I'm just guessing. We still have absolutely nothing in the way of explanation for the chart. It was just plopped down on our table, and we made a lot of assumptions. I think they were reasonable assumptions, but assumptions none the less. Maybe Ckret has some accompanying information that we don’t have. Sluggo_Monster Web Page Blog NORJAK Forum

Ckret, A few posts ago I made a joke: ***If you have a “Take Your Kid to Work Day,” can I pretend I’m your son and spend the day at the Seattle FBI Office (I promise I won’t go into the basement)?[/quote} But, seriously, that got me thinking about something. This forum has a lot of people, with differing backgrounds, knowledge, and skill, participating. We are all “knowledge hungry” and never seen to get enough “factual information.” Every once in a while, in response to a question, you’ll reach into your evidence (toy) box and pull out a tid-bit. (eg. The “Parachute Instruction Sheet.”) I can’t help but wonder how many items in all those evidence boxes, that don’t mean crap to you, or that seem insignificant to you, that would help the rest of us better understand some of the decisions that have been made by the FBI, or could stimulate a whole new line of inquiry. You and I have discussed (privately and publically), the issue of FBI work product, and the fact that you can’t release that to the public. I think all of us (except some of the anarchist) respect that. But, how can we know what questions to ask? I don’t think I would ever have thought to ask; “Did Cossey send an instruction sheet with the parachutes?” How can we increase the flow of information in this direction? As I said before, I sometimes feel like I’m looking through a narrow slit in the door, and unless she moves into just the right position, I can’t see……. Oh! I didn’t mean to go there!

But if you agree that there is no choice, but V-23 then why did he need to say it? If he wanted V-23 and didn't explicitly say so, it had nothing to do with the path of the flight being tracked. Heck if this was the case he knew basically where the track of the plane would be. And knowing the track has done very little to solve the case in first 37 years. Did you know about victor airways and jet routes before the discussion here or taking on the case? I tend to think the at or below 10,000, flaps at 15 showed some degree of aviation knowledge (not necessarily much). However, if Cooper would've said you must fly V-23 it would immediately reveal significantly more information about himself than what needed to be revealed. It also would've changed the course of the investigation. Focus would've immediately turned to pilots, air traffic controllers, jump masters, and anyone else who would be familiar with aviation. I apologize I thought I did. The nukester Thank you Mr. Nuke, I feel like you "get it". When I finish my project, I think it will help those unfamiliar with the flight and navigation issues to better understand. Thanks again. Sluggo_Monster Web Page Blog NORJAK Forum

Man…. I hate to say it this way…. But if you insist…. 36.5 years of no missing person, no body, and no capture. Just 284 of 10,000 bills found on a sand bar. Something worked (from a “solution to the crime” standpoint), whether he lived or died. 36.5 years later and he still keeps you and me (and Himmelsbach, I understand) awake at night. That’s Why? Why? Why? I promised, for me , now, the question is How? How? How? Sluggo_Monster If you have a “Take Your Kid to Work Day,” can I pretend I’m your son and spend the day at the Seattle FBI Office (I promise I won’t go into the basement)? Web Page Blog NORJAK Forum

Quotea line of thought along Nuke's lines: If Cooper demands V-23, then they know he wants/needs V-23, and the possibility exists that they make up a reason why they can't take V-23...then it becomes a battle of wits with Cooper arguing he knows more than them and they can take V-23. Look at the stupid arguments about the stair deployment, refuel time etc. If you tell people what you want, they they have leverage. Don't give people leverage and you're more in control. If they didn't give him V-23, he might give up.Quote I think I see what you are saying. But, I think it's more about "Continued flight into terrain” than a battle of wits. It’s dark, they’re flying at 10,000 MSL, there’s mountains out there (sometimes known as cumulo-basalt clouds). Sluggo_Monster Web Page Blog NORJAK Forum

That sounded very John Wayne didn’t it.? Not very typical Sluggo. I eat shit and chase rabbits, too. I am RELENTLESS when chasing some rabbits. Especially the DB type. Sluggo_Monster Web Page Blog NORJAK Forum

If he said Fly Victor-23, you would have used a different profile. There is value in not letting investigators know what you know, and hence who you are. I promised you I'd let you use "Investigative Technology" and I'll stick to what I know. I'm honoring that. When I pay you the dinner I owe you (I think), I give you my opinion. Sluggo_Monster Web Page Blog NORJAK Forum

1) I don't see why you mention Orchards-Hockinson, given SE(?) winds? Seems to be the wrong side of the flight path. Assuming you meant Hockinson? 2) As a corollary to this theorem, are you saying the money bag didn't fall into the Columbia then? It's almost 6 miles from Orchards to the Columbia. I don't see any hydrology I'd fall in love with that would transport it to the Ingram site. Basically I don't understand your predicted search area. Can you explain why you picked that area? (edit) Ah, did you leave yourself an out: in 1972? If that was on purpose. it's still odd because of wind direction. Also what would be your 1980 search site? The winds were “out of 225 degrees” that is SW to NE. I don’t address the money (no bag) at all. I’ll leave that stuff to you guys. I don’t understand the 1980 question, the big search occurred in Jan, 1972. Sluggo_Monster Web Page Blog NORJAK Forum

No, we don’t know that they were. Just north of RNO the pilot ask for slow decents and states that he can’t make a standard-rate turn due to the configuration (10:28 Page 208). So, I feel they were in the same configuration. Remember, they weren’t sure he was gone, so I don’t think they would have made changes. Sluggo_Monster Web Page Blog NORJAK Forum

snowmman, Thank you. Yes I am. I firmly believe that the chart got mislabeled. But, as of now that’s just my opinion. I am not willing to start changing the point-times until I have actually contacted someone who knows something about how those red tic-marks were placed on the chart. When you line up this track with the tracks from the FBI LZ map, the A-B line is about 1 NM North of the 20:11 labeled point. So, I’m just not sure what I’m “thinking I’m seeing” is what the person who prepared the plot “wanted me to see.” More info, from Ckret, USAF, NWA, Boeing, someone, and I’ll change it. Doesn’t matter, consensus doesn’t make fact. Sluggo_Monster Web Page Blog NORJAK Forum

All, As I continue, I have looked closely at fuel burn rate and how it might have affected the route decision making process. While doing this, some puzzling issues have surfaced. I welcome help from any and all people who can find something wrong with my calculations. I have a fair amount of confidence, but it just doesn’t seem right. The data and calculations: Weight of Fuel 3.01825 kg/gal (6.700lb/gal) Fuel Flt 305 had onboard on ground in Seattle = ??? gal Useable Fuel Capacity for 727-100 (51) = 7,680 gal Took on in SEA 50,000 lbs or 7,462 gal Must have had only 218 useable gal at SEA So, Flt 305 left SEA with 7,680 gal (51,460 lbs) of fuel On the ground at RNO Flt 305 stated they would needed 35,000 to 40,000 lbs of fuel. So, they must have burned 40,000 lbs or 5,970 gal. Flt 305 reported a burn rate at 7,000 ft MSL and 160 KIAS as 4,500 gal/hr. Flt 305 reported a burn rate at 10,000 ft MSL and 160 KIAS as 4,000 gal/hr. The flight took 3:29 (3.483 hours) Their fuel burn rate from SEA to RNO was 5,970 gal/3.483 hrs = 1,714 gal/hr. The big mystery #1: Why the big difference between the reported burn rate and the actual? I could see a small difference just due to flow gauge reading fluctuation (maybe as much as 20%), but this is a difference of 42%. In fact, They wouldn't have made RNO at the reported burn rate. The big mystery #2: Did they really have only approximately 218 useable gal. when they stopped on the taxiway at Seattle? I know they were in the air a lot longer than planned (Circling out near LOFAL Fix), but at normal burn rate 1,356 gal/hr. that’s about 10 min of fuel left. There may have been a version with 8,186 US gal useable fuel capacity, which doesn’t change the SEA to RNO burn rate but would allow for 724 gal onboard at SEA. That would be about 32 min worth. There is no evidence in the transcripts that they were panicking about low fuel. I would have been. Let me know, Sluggo_Monster Web Page Blog NORJAK Forum

Ckret, In my opinion it’s “all about” the two turns. A 27º Left-Turn (at MALAY Fix) and a 24º Right-Turn (at the BTG VOR). Turns easily measured with (even a cheap) compass. In actuality (the actual route flown, that I just posted) they were a 50º Left-Turn at Toledo and a 48º Right-Turn at the 20:15 location on the map (which actually occurred at 20:14 because of the lost minute). That means he jumped at 20:14 Right over Scholl Airport (historical) which was an FAA ID’ed DZ. (See the parachute on the chart?). I think the Orchards-Hokinson area would have been a much more productive search area than Merwin Dam (in 1972). More, when I finish my project. I just couldn’t “not respond” to your post. Sluggo_Monster Web Page Blog NORJAK Forum

All, As a by-product of the project I’m working on, I produced a route (track) of the flight path of NWA 305 from when it left SEA to when it landed at RNO. You will recognize some of the points in this route, the others were gleaned from various reporting points in the transcripts. To view these you will need Google Earth Ver. 4.xx or greater and the two files attached (Aero_Charts_nl.kml and Actual Route.kmz). The file Aero_Charts_nl.kml contains Aeronautical Charts for the US. All you have to do is double click on the file and it will load into Google earth. Open Google Earth and open Actual Route.kmz. Step By Step Instructions: 1. Ensure you have the most up-to-date version of Google Earth by selecting Check for Updates Online in the Help menu. You MUST be using Google Earth Version 4. 2. Open your updated Google Earth. 3. Download the sectional data (see the External Links below). 4. Open the download file, which will automatically load it into Google Earth. 5. When Google Earth begins, you should see a bunch of blue outlines covering the entire US. These are the outlines of each map. 6. Zoom in until you see the name of the map that you want to view. 7. Check the box next to the map name listed under the Places menu on the left side of the screen. That will load the map. You can open one map at a time. Hints: • You can also view all of the Terminal Area Charts and 3D airspace polygons. Check under the Places Menu to enable these options. • The maps don't show up until you zoom in to about 500 miles or less in altitude. • The maps will load increasingly higher resolution as you zoom in. Give it a few seconds to download the higher resolution tiles when you stop moving the view. There are 1,000s of tiles altogether that make up the maps. • The 3D airspace polygons are a big file and might take a minute or so to load when you first enable them. • You can overlay the Terminal Area Charts right on top of the Sectional Charts. Enjoy, Sluggo_Monster If you need additional help, just ask. Web Page Blog NORJAK Forum

I have wondered the same about yours. Let's all simmer down now. Point Taken. Thanks, Sluggo Web Page Blog NORJAK Forum