Robert99

Actually, I do know of instances where a "differing interpretation" killed someone. And I have been an eye witness to one such instance.

Anyone who sticks with facts won't have a problem with me. I have been dealing with Mother Nature since I was a teenager and have found her to be a very unforgiving taskmaster. That is, you stick to facts or she will deliver your head to you on a silver platter. She does not like wild speculations or conjectures. Just the facts!

I am not a psychologist, but I have had training in management which included some human relations training. And I have had leadership training in the military. I have stuck to my strongest point in posts here, which is aviation. As I stated about 14 years ago, I will leave everything that involves looking through a microscope or telescope to other people.

Georger, you didn't list any aviation background information for yourself. And you do not acquire an aviation background through DNA. My brothers and I were still very young when WW2 ended. But uncles and older cousins served in the military. One cousin was killed in a tank battle in Germany in early 1945. A friend of the family was killed at Guadalcanal. Another friend of the family went down with his ship in the North Atlantic. Such things were common to the majority of American families in WW2. Since WW2 my brothers and I along with other relatives have served in the military. Most recently, a young nephew served in Afghanistan. One of my WW2 memories is that I saw one of the Japanese balloon bombs in flight over central Washington State where I lived. A couple of P-38s were flying around it and shot it down when it got over a sparsely settled area. As I have related previously, I have been a pilot since the age of 15 and have held several FAA pilot ratings. I have also held all FAA ground instructor ratings for general aviation that were available when I was active. Educationally, I have a BS in Aeronautical Engineering plus two additional college degrees. Further, I have taken any number of additional college courses in mathematics and engineering related subjects. I have 300+ graduate and undergraduate college semester hours. Professionally, I worked as an Aeronautical Engineer for DOD, from which I am retired, primarily in the development of technology for new aircraft concepts. However, along with about 10,000 other contractor, military, and DOD personnel, I did spend a couple of years on a certain aircraft program that was moving from the YF- demonstrator stage to the F- production stage. That aircraft is in the news this very day and I hope the Ukrainians get a lot of them. I have never claimed superiority to any of the people you list. Conversely, I am fully qualified to do my own analysis on most aviation matters and will seek the advice of specialists in fields that I am not familiar with.

Georger, why did you repost this? This is exactly what you were arguing against just a few posts ago.

My aviation background has been online since about 2009 as you well know. However, you have been very secretive about your own background and apparently don't have any aviation knowledge or experience. Just exactly what is your own background in aviation or anything else?

Georger, what have you actually contributed to the Cooper case? Just a lot of misinformation and nothing else.

Georger, you did say that. You said it in your post #61163 and it was included in my post #61164. These posts are just above you post #61165 and you should be able to find them without much trouble. Why don't you ask Ammerman for the information on the radar consoles that he was using in 1971?

More wishful thinking from Georger who has probably never seen a radar screen. I expect that Ammerman knew what he was talking about, including scale sizes (i.e., ranges), when he discussed the matter with Ulis. For Georger's benefit, there is a discussion in the Oakland transcripts on the subject of ranges when the Oakland controller was trying to hand off the aircraft to the Reno controller. The Oakland controller told the Reno controller to set his screen to its maximum range and told him where to look for the airliner. Initially, the Reno controller couldn't spot the airliner but finally did so after a few minutes. Georger now claims that the blip on the radar screen is not an indicator of the actual aircraft position. That is a very mysterious allegation. Is radar voodo?

And somewhere along the way, perhaps in this same video or elsewhere, Captain Scott is quoted as saying that the airliner was further west than the searchers were estimating. Since the first of this year, Dr. Robert Edwards has made several posts on his blog about the flight path. In the last one, he pointed out that the flight path was repeatedly moved further west with each new estimate. He also indicated that he planned another post on the subject but that has not happened as of today as far as I can tell. Dr. Edwards' posts are extremely interesting to me and I will explain what I am talking about if he doesn't make that promised post in the next few days.

And I presume that you are aware that V-23 extended five statute miles on each side of its centerline in 1971. At the present time, Victor Airways are only 4 nautical miles (4.6 statute miles) wide. That is a lot of space considering the accuracy of the radar that Ammerman related to Ulis.

Have you seen the interview between Ammerman and Ulis? It includes a discussion of the accuracy of ATC radar systems. And Ammerman said the accuracy was miles and that is typical for the 1971 time frame. Also, remember that Ammerman was a controller for the Seattle Air Traffic Control Center and not a Portland Airport tower controller.

Georger, this is just more insults from you since you can't handle what Ammerman told Ulis. For the record and for the information of people who didn't see the Ulis and Ammerman exchange, Ammerman told Ulis that he could not determine the hijacked airliner specific location to within several miles based on the radar information he had. Ammerman's statement actually supports the Western Flight Path since it only leaves V-23 for a few miles and for a short time. For reasons best known to them, Georger and FlyJack can never accept the Western Flight Path. And FlyJack appears to have left this site after a recent exchange with the site managers. All the Western Flight Path requires is that you stick to facts.

Okay, but in reality there are no believable Cooper suspects walking the streets. Just remember that the FBI has eliminated more than 900 individuals, including some who claimed to be Cooper. And also remember that the FBI did not have access to some data bases which probably would have been extremely useful in their investigation.

This may be essentially a replay of the Cooper segment that appeared on this program a few years ago.

In connection with the above, over the past couple of months Dr. Edwards' has posted several times on matters related to the flight path and made some very interesting observations. In the very near future, I hope to post here on his observations and some related matters. But fear not, the sun still rises in the East most days.

Georger, why don't you check into Eckley's story? There is information in the George Harrison papers about when the hijacked aircraft was returned to service.

Those three turbine engines at the rear of the fuselage, and only a few feet from the aft stairs, ensure that there are no dead air spots in that area. Remember that the exhaust from jet engines such as those on the 727 can upset cars that are several hundred feet from the rear of the aircraft. Videos of such things happening are available on the internet. Except when Cooper was on the aft stairs, which was probably less than two or three minutes total, they were barely open and that further reduces the possibility of air from the exhausts entering the cabin. You can't pack air into the cabin so any that entered had to drive out of the cabin an equivalent amount of air. During the sled tests, FBI agents had loose papers at the rear of the cabin and reported that they were not being disturbed by airflow even when people were on the aft stairs. Such aircraft as the C-130, C-141, and others with large door openings at the rear of the fuselage plus jump doors on each side of the fuselage are a different matter. Actually, I have seen C-141s drop tanks and other such large equipment. But I strongly doubt that any air that came into the cabin/cargo area was from the engine exhausts.

It is highly unlikely that any exhaust fumes made it into the cabin area. It should be remembered that the only time this could have happened is from the time Cooper got the stairs to unlock and lower slightly thru the time of the landing in Reno. I have seen reports previously that the cabin seats associated with the hijacking were replaced in Seattle and retained as evidence. So they could not have been the ones that Susan Eckley saw.

Everyone interested in this matter should visit Dr. Edwards' blog. He has resumed posting on the hijacking using newly released and unredacted information.

And I was calling out the fact that some so-called Cooper experts continue to ignore the fact that it really doesn't make any particular difference whether the aircraft was being flown by the autopilot or hand flown by the crew. Also, whether it was being flown by the autopilot or a human doesn't have anything to do with the flight path. Flyjack, for your information, autopilots can fly aircraft better than humans. And I suspect that Soderlind was correct about the autopilot being used.

First, I need to correct the "3 to 5 degrees" to "8 to 10 degrees" rotation from the hinge point of the aft stairs according to Dr. Edwards' post on his blog today. I don't know the exact length of the stairs from the hinge point to their tip but it is unlikely that the tip of the free fall stairs were ever more than two feet from the fuselage due to the wind. Only when Cooper was on the stairs would the tip go down enough for him to have room to jump. And again, the "oscillations" don't mean anything. The jump time was a second or two before the cockpit crew felt the change in air pressure and saw it on the flight engineer's panel.

Flyjack, calm down. This 3 to 5 degrees of the stairs lowering refers to how they descended under their own weight. This would hardly be noticeable either in hand flying the aircraft or on autopilot according to the pilots who flew the original Boeing tests on lowering the aft stairs (Lew Wallick and Jack Waddell). Lew Wallick was the 727 project pilot and made the first flight of the aircraft. Cooper plus the parachutes and money bag weighted about 225 pounds when he jumped. And he would have to walk down the stairs to lower them enough so that he could jump through the opening. When the stairs slammed back into the fuselage, the pressure change in the cockpit was noticed and that meant that Cooper had jumped only one or two seconds earlier. The time the pressure change was felt in the cockpit is the only relevant matter here. Autopilot or no autopilot doesn't mean a thing.

Georger, do you know how to read?

Georger continues to be disingenuous himself and is apparently unable to comprehend that it is actually the ARINC teletype transcripts that the WSHM examined. Anyone interested in what the WSHM personnel did should refer to their work product on their study on this matter. But I don't remember anything in the WSHM study that claimed redactions in individual posts. Instead, they believed that some entire posts were missing. If Georger had actually read the ARINC transcripts, he would know that they have always contained unredacted posts related to other aircraft as well as the hijacked airliner. The main conspiracy and coverup in this entire matter is the one between Georger's ears.