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  1. Where did the above pages originate? They contain major factual errors.
  2. Shutter, the owner of Shutter's forum, has some recent information on Jo Weber and may know how to get in touch with her. But you will have to figure out some way to get in touch with Shutter.
  3. Wiki is flat out wrong. Cooper did not, repeat not, specify any speed to be flown. Cooper did not "outline his flight plan to the cockpit crew" since he didn't have a flight plan. He did tell one of the flight attendants that he wanted to go to Mexico but didn't specify any route to getting there. The NWA flight crew worked up a possible route where they would need two fuel stops. They suggested Reno to Cooper as the first stop and he agreed. The location for a second fuel stop was never decided on. Fly at stall speed all the way from Seattle to Mexico? Wiki has got to be kidding. NWA performance engineers told the flight crew to fly at 170 Knots Indicated Air Speed to achieve best range. And it wasn't until the airliner was in the Portland area that the flight crew were informed that they should be able to make it to Reno.
  4. Cooper didn't specify any speed for the airliner to fly. In reality, it was doing about 225 MPH true airspeed when he jumped.
  5. From a detailed look at the parachute in the above picture, it appears that the WSHM Cooper parachute is not an NB6 in any shape or form. The rip chord is definitely not an NB6 type rip chord. Plus I have some doubts about the harness itself. The container and pilot chute are definitely not NB6 types either since the pilot chute is in the wrong location for an NB6. The container also seems to be to large for a 26 foot conical canopy so I suspect that it is a standard 28 foot canopy in that container. Shutter, if the WSHM agrees to let a rigger open the parachute, ask him to take a lot of pictures of ever piece of the rig and record all the printing on everything. Be sure to get pictures of he canopy skirt rim and whether it is tape or shroud lines that go from the rim to the apex. And make sure it all gets posted online. Further, while the rigger may put everything back in the pack, it is highly improbable that he will sign off on it as being suitable for use. That is, he will probably not put his seal on the rip chord thread and will probably list the reason on the packing card for not signing off on it. That thing is probably 60 years old at this point.
  6. Flyjack, have you EVER seen a military parachute?
  7. That is because 60-9707 is probably a contract number and not a serial number.
  8. This is not true. The money and parachutes were driven to the airplane by Al Lee, Seattle Chief Pilot for NWA, and the Seattle Police Detective who picked the money up at the bank and drove it to SEATAC. NWA had already told the FBI to not do anything and there is no evidence that FBI agents were anywhere close to the airliner. Tina is the only one that carried anything into the airplane. She made several trips from the Al Lee car and carried all four parachutes, the money bag, and a box with maps and crew meals into the airliner. No FBI agent or anyone else was involved.
  9. You need to sit down again and get another good grip on yourself. I agree with you that Cooper apparently had some very recent exposure with foreign currency.
  10. Unless you can read minds, neither you or anyone else knows exactly why Cooper rejected the McChord parachutes. Beepers were routinely used in USAF emergency parachutes in 1971. End of conversation on this silly point.
  11. As I pointed out a number of days ago, Cooper probably refused parachutes from McChord because they contained beepers that operated on 121.5 and 343.0 which are the VHF and UHF emergency frequencies. Signals from these beepers could be used to locate the crew members who had bailed out. At the same time in 1971, the FAA was mandating that general aviation aircraft be equipment with Emergency Locator Beacons that operated on these same frequencies and that were activated by impact or could be turned on with a switch.
  12. Even in 1971, ejection seats had the capability of keeping the pilot in the seat when at high altitudes until it slowed down and then physically separating him from the seat. After that, it was a free fall down to a lower altitude (usually 14,000 feet) where the parachute automatically opened unless the pilot pulled the rip cord at a higher altitude. For ejections below 14,000 feet, the parachute would automatically deploy as soon as the seat slowed down a bit which usually only required about 3 or 4 seconds. These parachute rigs had a constant flow oxygen system that kept 100 percent oxygen going into the pilot's mask at quite a bit of pressure for about 10 minutes. When on this oxygen system, the pressure was high enough that it was difficult to exhale. It in effect pressurized your lungs. I believe that two crew members on B-52s still have to bail out through a hatch in the bottom of the aircraft. At least that is the way is used to be. The modern zero-zero ejection seats are highly engineered to cover just about all realistic possibilities.
  13. Call them whatever you want, but at least some USAF emergency parachutes in 1971 had automatic openers that usually were set to open the chute at 14,000 feet. I have been in pressure chamber training where these automatic openers were demonstrated and they always opened right on schedule. And I know of emergency ejections where the pilot was unconscious from the time he pulled the ejection lever until he woke up in the hospital.
  14. Flyjack, get a good grip on yourself. We may actually agree on something. In all probability the FBI did return Hayden's parachute to him in 1975 and not either of the 1981 or 1982 dates claimed by Bruce Smith. Do you happen to know the exact time that the FBI contacted Cossey about the hijacking? And again, the numbers 226 and 60-9707 are not likely to be serial numbers. At least the 60-9707 was probably a part number and who knows where the 226 number originated.