Minneapolis analysis of probable landing zone with Figure 1 sectional chart (file copy, 164-81-651)
Document date 4 December 1971
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Id: Cooper-Part-13:308-309
Subject: Cooper Files: Cooper-Part-13:308-309 Document: Minneapolis analysis of probable landing zone with Figure 1 sectional chart (file copy, 164-81-651) Id: Cooper-Part-13:308-309 Page: https://cooper.theunsolved.net/documents/Cooper-Part-13%3A308-309 What is wrong (title, date, type, which pages belong together, copies)? What does the scan show?
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FBI 164-81, Vault Part 13 pp. 308–309 (DB Cooper-3168–3169), Report, dated 4 Dec 1971, serial SE 164-81-65 (as read from the transcript) — cooper.theunsolved.net/documents/Cooper-Part-13%3A308-309
10: "SEATTLE C[illegible] FROM: Minneapolis (1[illegible]-73) NAVAL FA N505 11/24/71 CRA - HIJACKING 0015E
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1. Line G-I-K-M represents the airplane's flight path as it approa[ched] the Portland (PDX) VOR.
2. The cabin pressure "bump" occurred at 0410 GMT, the time being [recorded] corded by the NWA Flight Operations Office (NWAFO) in Minneapolis[.] It is a virtual certainty that the pressure "bump" marks the ti[me] that the high-jacker (HJ) left the airplane. The airplane was [at] Point A at that time, thus the HJ's body would land at Point A [if] his 'chutes did not open (unlikely).
3. If it is assumed that the HJ was a highly expert parachutist, an[d] would thus free-fall as far as practicable to insure the best accu[racy] acy of his touchdown point, he would land slightly to the NE of [Point] Point A due to his drifting with the wind from the point of 'chute opening.
4. If the HJ opened his 'chute as soon as he left the airplane, he [would] would drift along the line A-B and would touch down at B. All [the] lines parallel to A-B are lines along which the HJ would drift [if] if he opened his 'chute relatively early.
5. The parallelogram indicated by C-D-F-E represents the boundaries of the probable touchdown area adjusted for possible time errors and for the above described wind drift. It is probably the most fruitful search area.
6. The earliest the HJ could have jumped is 0406, and this point is represented by Point G.
7. The crew believes the pressure "bump" occurred at 0410, but in any even are certain it occurred before o415. If the HJ jumped at 0406 (unlikely) he would land on or near line G-H. If he jumped at 0415 he would land on or near line MN.
8. Based on the above explanation of Figure 1, and on all the assump[tions] tions based in its preparation, the following are pertinent:
a. The most likely landing point for the HJ is at, or slightly NE of Point A.
b. His landing point is more likely to be in area C-D-F-E than any other.
c. It is possible his landing point could be anywhere within the area shown (G-H-N-M), but the probability goes down as the ends of this area are approached.
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Figure 1, and this explanation, were prepared by
[partial figure/chart visible]
DB Cooper-3168
164-81-65[illegible] 12/6/71 1971
Figure 1 DB Cooper-3169 12/4/71 PORTLAN[D]
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30' (Joins Seattle) 6500 MSL 4500 MSL 8500 MSL 2600 2508 CAUTION [Waypoint labels along flight path: H, G, D, E, J, A] [Elevation markers: 4128, 3926, M5755, 3010, 3222, 5730, 4390, 2110, 1772, 2205, 804, 760, 2049, 2137, 4056, 1329, 1594, 4219, 1442, 1247, 1633] COLUMBIA CO. St. Hel[ens] SILVER [ISLAND] [illegible] STN ALT [illegible] VANCOUVER PORTLAND [Various airfield and navigational symbols] OSW[EGO] OREGON CITY GLADSTONE MULINO AURORA CANBY Wilsonville Willamette [illegible additional small labels] EAGLE [REST/CREST] [illegible] PARK [illegible]
Serials: SE 164-81-65