Robert99

Georger, you have made another wild ass and irresponsible claim. Just exactly what are you talking about? What is different in the WSHM statements and my "claims"?

That or a coverup by some other organization is a definite possibility.

Georger, don't conspiracies require two or more people?

Georger, have you heard of Logic 101? If the WSHM or I knew what the redactions were we would not be having this exchange. Do you understand now?

It would undoubtedly be something that would assist in determining Cooper's jump point among other things. It might also be something to help determine Cooper's identity. Whatever it is, it is something that the powers that be don't want made public. When I joined DropZone in 2009, at Sluggo's suggestion, I made an early post that Cooper was probably going to be a former employee of Boeing or a former US government employee or contractor. I have not seen anything in the last 13 years to change that possibility.

Actually, to understand Jo Weber, you would need to have her evaluated by several world class psychiatrists first. And their evaluations would probably result in a number of archive publications advancing their field.

Boeing would not be doing such tests along the V-23 airway. The sled drop tests were done over the Pacific Ocean. The tests that only involved the deployment of the aft stairs would, in all probability, be done at the Boeing test facility at Moses Lake, Washington which is 200 air miles northeast of the Portland area and V-23.

Yes, you are wrong about that.

Apparently, the only connection that Cossey had with the backpack parachutes was that he packed both of them on the same date. I'm sure that he would not put both packing cards in the same parachute pocket. He wasn't that dumb. And Cossey packed the reserve parachute that was opened, sliced up, and stayed on the airliner. It would have a packing card with Cossey's signature. There would not be a packing card for the missing reserve parachute if it had been cut up for use in ground training. As FlyJack has abundantly posted, everything else that Cossey claimed about the parachutes can be ignored.

FlyJack is correct. The airliner never went anywhere near Cle Elum. On the flight from Portland to Seattle, the airliner stayed on V-23 until it was assigned to the Lofall intersection holding pattern northwest of SEATAC while the money and parachutes were secured. On the flight from Seattle to Reno, the airliner departed to the south southwest on V-23 and stayed on V-23, or slightly west of V-23 in the Portland area, until it was in northern California. The airliner was never east of Seattle until it turned toward Reno in northern California. To repeat, the claim that the airliner flew anywhere near Cle Elum is nonsense.

The water line shown in these videos seems to be the "high tide" water line. The river water level variation due to the Pacific Ocean tides can be as much as 1.5 to 2.0 feet at Tena Bar. And the tree line area, where quite a bit of the digging was going on, is several feet above the river water level. This area has been highly eroded since 1980.

Yes. If the stairs were going to be routinely opened in flight, then there would probably be a control in the cockpit to do so and Cooper may have had knowledge of that. The hijacking may have been the first time that Cooper had seen the aft stair controls on a commercial 727 airliner.

There was a weather front passage through the Pacific Northwest just prior to the hijacking and the weather was actually improving at the time of the hijacking rather than getting worse.

If Cooper was wearing loafers, he would be shoeless when he landed.

The rate of climb instruments on the pilot's panel would not show the indications that Anderson and Rataczak discuss because they are ported to the outside of the aircraft hull. That is why Rataczak had to turn to look at the engineer's rate of climb instrument. The engineer's instrument wasn't ported to anything but just exposed to the cabin pressure. The rate of climb instrument that you have posted a picture of would indeed measure the change of cabin pressure and display that as a climb or descent expressed in feet per minute rather than pressure units.

Okay, so there was also a standard rate of climb instrument on the flight engineer's panel plus some other flight type instrument (can't read it) just above it. But the controls for the cabin pressurization are the other ones in this illustration.

The one you pictured is on the pilot's panel. The engineer's panel instrument can probably be set at a certain pressure change rate.

It is obvious that Anderson was referring to an instrument on the cabin pressurization panel and not to the rate of climb instrument on the pilot's panel.

I don't know what Anderson told you, but the rate of climb instrument on the pilot's panel doesn't have anything to do with the pressure indications in an aircraft with a pressurized hull. The instruments associated with the pressurization system show cabin pressure and the rate of change in the cabin pressure.

FlyJack, the instrument you posted a picture of is a standard rate of climb instrument which is part of the normal pilot's panel on practically every aircraft flying in 1971 and today. It was ported to sensors located on the outside of the aircraft hull. It did not have anything to do with the pressure inside the cabin. The cabin pressurization system in the 727 apparently had an instrument that measured the pressure inside the cabin and indicated the "cabin altitude". Normally, the cabin altitude on an airliner never exceeds the equivalent of about 8000 feet pressure altitude. But the 727 system apparently had the capability to determine the rate of change of the cabin pressure for the benefit of the passenger's comfort. For instance, after takeoff the cabin pressure would probably be set to lag the outside pressure. That is, the airliner would be higher than 8000 feet altitude when the cabin pressure finally made it down to 8000 feet. On descending, the cabin pressure would be set to lead the outside pressure so that both would be the same when the airliner landed and the cabin doors were opened.

The communications lingo and procedures plus the type of information that would be exchanged between the tower and the airliner.

This is a standard rate of climb instrument on the pilot's panel. It is unlikely that this type of instrument would be associated with the cabin pressurization system since it is linked to pressure ports on the exterior of the aircraft. The above instrument indicates a 50 feet per minute rate of climb. But since it is not moving, the needle simply does not go to zero when no changes are taking place. The cabin pressurization probably had an instrument where the rate of change of the cabin pressure could be specified.

No one saw the airliner over Portland since it was above an overcast and additional cloud layers.

That is an excellent observation about the body language of the cockpit and cabin crews. The three cockpit crew members have their arms crossed which means they have shut down and are not going to say anything. For the cabin crew, Alice is turned 90 degrees from the media which means she has completely tuned out. Only Tina and Flo are facing the media and Tina did most it not all of the talking.

Take a look at the first few posts on this thread and you will see a discussion and a lot of bitching about Quade locking the previous Cooper thread. Carr's posts should be on that thread. I don't think he had very may posts, or maybe none at all, on this Cooper thread.