FAA transcription of Seattle Tower ground radar communications with NW Flight 305, re-recording reel #5 (6:59-7:41 PM PST)

1 Time Period: 6:59 P.M. to 7:41 P.M., PST

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Re-recording Reel #5. The following is a transcribed copy of the original recording of communications with Northwest Airlines Flight 305. This transcription covers the period from approximately 0259 Greenwich, November 24, 1971 to approximately 0341 Greenwich, November 24, 1971. The following conversation is between Northwest Flight 305 and the Seattle-Tacoma Tower ground radar position with other various transmissions being received also at this position. This is [REDACTED] b6 per FAA b7C per FAA [REDACTED] supervising the reproduction and I certify this is a true copy of the original recording.

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Ground Control (GC): This one's got 50,000 pounds of fuel on it. Pilot (P): Now what was that again, [REDACTED] (GC): 305 this truck that just came out now has got 50,000 pounds. (P): Okay, well we've got about 23 on right now so if we could just get one to pump it on then we'll do okay. (GC): Yeh, well okay. (GC): 305 ground, if you can, is there only one individual involved? (P): Affirm (GC): Roger (GC): 695 shut off the rotating beacon (GC): LEE ground, if you need to send that other truck across I gave him a light, but he didn't acknowledge (GC): Okay, I'm going to put a couple passengers on that truck taking it up there to the ramp and then let's make sure its given a green light and then you'll put it over there, okay?

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DB Cooper-476

b6 per FAA b7C per FAA

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2 (GC): Okay, fine. (GC): Okay, you want to give him a green light (P): 305 ground is that truck pumping alright? (GC): Affirm (GC)(?): [redacted] ground (GC): Yeh [redacted] go ahead (GC) 305 on also? (GC): Affirmative (GC): Ground [redacted] go ahead (P): Guess the guy's in the back of the airplane (GC) 305 ground (GC): 305 is the individual in the back; he can't hear. (GC): What did he say (GC) You can have all the conversation you want. (GC): Okay. (GC): 305 did you hear the message. FFA from Washington, D.C., from the FFA Chief Psychiatrist, he believes the second parachute is for the stewardess to use with him to go out, and after he leaves the airplane will be blown up. (P): [redacted] I kind of figured someway to get her out, I'd kind of like to get her out we're ready to go. (CG): Okay, you got the message. That's what we needed to forward. (CG): BILL, this is AL here (CG): Yeh. (CG): Have you been able to get in the back end of that cockpit or won't he come out?

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DB-Cooper-477

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(P): He doesn't want any of us in the aisle. The only one he negotiates with is the stewardess and he doesn't want anybody beyond that first curtain. We've never left the cockpit. (GC): Did you get the maps I sent out there? (P): Yeh, we got all that stuff. (GC): And you got that deal from Boeing on how to get out of there? (P): Yeh we got that. (GC): He's got that himself maybe. I don't know whatever you elect to do. (P): We're in a rut. Well he seems to want those back steps down. Well we've kind of convinced him now we can't take off with them in ground position, but he want them down when we get airborne, fly with it down and then so he can bail out at any time, I don't know. (GC): What's he want down? (P): Back steps. (GC): No, no you can't do that. (P): We're talking to [REDACTED] and he says we got a plan how we can get them down. (GC): No, I don't know, maybe [REDACTED] does. (P): We're going to have to go unpressurized and of course he wants the rear down for some reason and he wants the flaps down to 15, I think. He seems to know a little bit about an airplane. He says we'll have to go unpressurized, though; he seems to - I don't know where he picked that up. He said we'll have to go below 10,000. If we could get the gal out, well we

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(P): could make tracks ourselves but that's where we can't take and lose her. (GC): Yeh. (GC): Is it possible to commute with her to have her come forward to get food? (P): No, we tried that. (GC): (UNINTEL) (P): No, we don't want to try that kind of stuff. (GC): Ground control this is [REDACTED] again. (GC): Go ahead [REDACTED] (GC): Do you have another gas truck standing by over there? (GC): I have a report to brew one up. Alpha 2 are you getting us another gas truck? (GC): Stand by [REDACTED] (GC): Well, we're getting up there, [REDACTED] I think we've got about 1500 pounds here so. (GC): Did he want another gas truck. Over. (GC): Just have one stand by in case that he (GC): Alpha 2 have one stand by. (GC): Ten-four (GC): 305 let us know when he unplugs and you have your fuel. (P): We're just about full. (GC): 305 ground (GC): Go ahead. (P): About the (UNINTEL) I gave to you a little while ago it is a possibility that this is the same thing that was used in

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- 185 - DB Cooper-479

5 (P): confirmation on it. (GC): I see. (GC): Northwest 305 ground. (GC): 305 ground. (GC): Northwest 305 ground. (P): [redacted] b6 per FAA b7C per FAA (GC): Can you give me an ETD roughly? (P): [redacted] we're ready to have the stairs removed if you want to advise the individual. We'll see if we can get it detached from here. (GC): Okay. You call me back when you want your stairs towed away, okay? (P): Alright we're going to try to give an official signal. We're ready to have the stairs removed right now. (GC): Okay, I'll go up and get them. (P)(?): Okay, [redacted] I think he's got the message there. b6 per FAA b7C per FAA (GC): 305 this is [redacted] again. (GC): Northwest 305 ground (GC): 305 go ahead (GC)(?): [redacted] we checked on altitude here in Reno and the minimum obstruction altitude is 15,000. (P): [redacted] okay, it's 15,000, huh? (GC): Yeh, that's what we show here. The first league is 15,000 going J-5. (P): Well we may have to go down the coast and come in from another route possibly. Let us check with the company here. We're about ready to crank if we can get some, he says let's get the show - 186 - DB Cooper-480 on the road so we're ready to crank up here and we want to, we'll

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(P): have to pick a flight plan in the air. You get us headed the general direction; put us southerly out over the, somewhat along the coast. (GC): . Okay, we'll start you out here heading toward Portland and then we'll get your clearance cornered. (P): Okay, fine and we've got the company working on the clearance so, or excuse me, on the flight plan so if we don't answer you right away we're trying to work a couple of free frequencies; the company, you and our friend in the aft end here. (GC): That's okay. We'll listen to your company freak too so we can tell when you're busy. (P): Roger, appreciate it, thank-you. We're going to leave you for just a minute now; we'll let the company know. (GC): Yeh say, this is AL again. I'm down here in a car (P): Yeh, [REDACTED] we're all set you can head on back if you like and we appreciate your assistance in this thing, and we're going to crank the engines so you've probably heard me say he's indicated that he wants the show on the road so we're going to get her cranked up here and pick our clearance in the air. (GC): Or maybe you can get him into down towards Portland he might get homesick and want to land there again, I don't know. (P): Well we'll hope for something to happen here that's a; well we're going to, you go ahead and pull out. We're going to get cranked up here now. So we'll see you later. (GC): Yes sir, thank-you very much and best of luck. (P): Yeh.

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= 187 = DB Cooper-481

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(GC): Now, [REDACTED] if you're coming across you're clear to cross now. (GC): Okay, we're coming across. (GC): Coming across, overhead downstairs? He's starting now and we're going to have to show him direct Portland. (GC): Okay. (GC): On his planning does it look like he's going north? (GC): No, he's going south, we'll get him on south (unintel). (CG): Northwest 305 I hear you on company frequency. Taxi on six right, you can do a one eighty and taxi back, and refer to Portland Vector 23, maintain 10,000 and remain in this freak until advised and transfer under 3100 until the other codes advises. Out. (P): Okay, Northwest 305 will taxi back up three four left and will clear to Portland by Vector 23, maintain 10,000 and 3100 transponder code. (GC): That's correct and checking the maps all the way down, and 305 checking on the maps Vector 23 all the way south the highest mountain is 10,000 that looks about like the best to get you down and that goes all the way into Sacramento at 10 or less. (P): Okay, fine. We've advised the company that this may be the best approach to go. We haven't really had time to check it out but of course somewhere along the coast would be best. Our company indicates to us that, well you probably heard PAUL saying that it wouldn't add appreciably to our Reno way by going doglegging it. (GC): Yeh, Vector 23 you're over the valley most of the way. It's populated most of the way so it might be Vector 23 all the - 188 -

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DB Cooper-482

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(GC): way down. It looks to us like the best. (P): Okay, fine that's alright as long as we got the (UNINTEL) that's all that matters. (GC): And 305 ground if enroute there's any problem on communications why don't we just clear you to Sacramento that looks a little bit longer than Reno not much. Let's clear you to Sacramento to maintain 10,000. (P): Okay, clear to Sacramento and maintain 10,000. How about re-routing Vector 23. We haven't got the maps out here and haven't really had a chance to look at it. (GC): That'll be Vector 23 all the way to Sacramento. (P): Okay, that's easy enough and ground no force on 305 be advised that I will be trying to make her up to altitude any way we can here now before going the, if possible the said or any other restrictions that may be inposed upon us. (GC): No restrictions at all. You fly in the best way you can do her. (P): Thank-you. (GC): And 305 there'll be people with you all the way down. (P): I would certainly appreciate it. Thanks alot. (GC): And that goes for many others of us too. (GC): Roger. (GC): Hello Northwest 305 when departure sends you over to center, the frequency of center will be 121.2. (P): Okay, the Seattle center will be 121.2 Thank-you sir. (GC): That's correct. (GC): The report is seven here altimeters can be missed [guess: at] at least 4,000 feet if it would help you at all. - 189 -

9 (P): I'm sorry say it again please. (GC): Altimeter can be missed at least 4,000 feet if it will help you. (P): Okay. (GC): And 305 another suggestion if you do get on top of 10,000 let center know because there's going to be people behind you and probably be trailing along with you. (P): Ground Northwest 305 we didn't answer you, we were talking with the company. (GC): Okay, you're going to have people following you all the way down so if you do get on top or where the visibility is good, you might advise center about it. (P): Okay, we will do that. Thank-you sir. (P): (UNINTEL) that's quite alright. It'll give us a chance to make a double check. We're not quite sure what our procedure is. (GC): Everybody except Northwest 305 clear the frequency and 305 you're cleared for takeoff when you're ready and the wind is 180 degrees, one zero, and the altimeter is 2991. (P): Okay 2991 do you want us on the right or left? (GC): The right one's fine. If you'd rather have the long one, the left one's fine. You can have it, it's your choice. (P): Okay, we'd just as soon take the long one. (GC): Okay, one six left declared for takeoff. (P): Roger, understand. Do you want us to stay with you on departure? (GC): This will be fine.

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DB Cooper-484

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10 (P): Thank-you. (GC): And 305 you are clear from configuration as far as the back steps? (P): That's affirm. (GC): Roger (GC): Northwest 305, he wants to go to altitude as fast as he can go, so don't restrict him. (GC): Okay. (GC): And he's cleared to Sacramento. I don't know he may deviate on his own, he said he didn't know what, but he would go one way or the other to do whatever he needs. (GC): Okay. (GC): And if you got (UNINTEL) he may change altimeter to give him an extra program. (GC): 31 we're going to go straight to center with him. (GC): Northwest 305 are you going to go (UNINTEL). Okay and if it looks good, good luck on it and contact center 121.2 Squak (UNINTEL). (GC): [REDACTED] off and running. b6 per FAA b7C per FAA (GC): Three you might tell center he's dirty, he's got gear hanging and flaps down. (GC): Roger Alpha 3. (GC): Alpha 3 ground. (GC): Off the end of the concourse let's cross one six left and go over and go over and check the end of one six right for any debris or anything that might be there. - 191 - DB Cooper 485 (GC): Three go to the runway one six left and halt traffic

11 (GC): over the touching down. (GC): Roger. (GC): Alpha 3 when vehicles cross over, go on to one six right. (GC): Alpha 3 roger.

This ends re-recording Reel #5. The time at this point is approximately 0341 Greenwich. This concludes the reproduction of this recording pertaining to the alleged hijacking of Northwest Airlines Flight 305 on the 24th of November, 1971, at Seattle, Washington.

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