FBI report re NORJAK (D.B. Cooper) hijacking: the hijack, logs and records, search areas and maps, terrain searches, current investigation

FD-301 (Rev. 3-3-59)

UNITED STATES DEPARTMENT OF JUSTICE FEDERAL BUREAU OF INVESTIGATION

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Copy to:

Report of: Office: Seattle, Washington b6 Date: MAY 3 0 1973 b7C

Field Office File #: 164-81 Bureau File #: 164-2111

Title: UNKNOWN SUBJECT; NORTHWEST AIRLINES FLIGHT #350, PORTLAND, OREGON, TO SEATTLE, WASHINGTON NOVEMBER 24, 1971

Character: CRIME ABOARD AIRCRAFT - HIJACKING; EXTORTION

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Synopsis: On November 24, 1971, a white male skyjacked a North- west Airlines Flight from Portland to Seattle. The hijacker demanded and received $200,000 and four para- chutes upon landing at Seattle-Tacoma International Airport. After receiving the ransom money, the hijacker allowed the passengers to leave. The plane then took off for Reno and at 8:11 p.m. a pressure oscillation was noted by the plane's crew. That pressure oscillation was probably caused by the hijacker leaving the aircraft. Search of the aircraft at Reno revealed the hijacker was not in the plane when it landed. Extensive searches of the area into which the hijacker would have landed failed to locate the hijacker or any evidence of value. The initial black and white artist composite drawing of the hijacker was changed to a color sketch to more accurately reflect the hijacker's age and swarthy complexion.

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This document contains neither recommendations nor conclusions of the FBI. It is the property of the FBI and is loaned to your agency, it and its contents are not to be distributed outside your agency.

U.S. GOVERNMENT PRINTING OFFICE : 1970 O - F - 1 DB Cooper-33042

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TABLE OF CONTENTS Pages

THE HIJACK . . . . . . . . . . . . . . . . . . . 3- 8

LOGS AND RECORDS . . . . . . . . . . . . . . . . 9-13

SEARCH AREA (WITH MAPS). . . . . . . . . . . . .14-25

FIRST TERRAIN SEARCH . . . . . . . . . . . . . .26

HUNTERS SEARCH . . . . . . . . . . . . . . . . .26-28

SECOND TERRAIN SEARCH (WITH MAPS). . . . . . . .28-31

CURRENT INVESTIGATION

Artist Sketch. . . . . . . . . . . . . .33

FAA Records. . . . . . . . . . . . . . .33

Boeing File Review . . . . . . . . . . .33

Raleigh Cigarettes . . . . . . . . . . .35

First Skyjacking Utilizing Parachutes. .40

SR 71 Flight . . . . . . . . . . . . . .45-47

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THE HIJACK

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The Unsub, aka [REDACTED], at 2:00 PM, Pacific Standard Time, November 24, 1971, purchased a one-way coach ticket at the Portland International Airport, Portland, Oregon, for travel from Portland to Seattle, Washington, on Northwest Orient Airlines Flight Number 305, which was a Boeing 727 aircraft. Unsub paid for this flight with a twenty dollar bill and had no luggage. He occupied seat number 18 E on the aircraft.

The Boeing 727 has three seats on each side of the aisle. Row 18 is the last one on both the right and left side of the aisle. The seats are identified from left to right as you face the front of the aircraft with A,B,C on the left side of the aisle and D (aisle seat), E (center seat) and F (window seat) on the right side.

Almost flush against the back of row 18, except for some eight inches near the aisle, is a bulkhead which forms the wall for the lavatories, located behind row 18; one on the right and one on the left. Beyond the lavatory doors is the door leading to the air stairs.

The door to the air stairs is always closed and locked, except when loading or unloading passengers. It is located straight away at the end of the aisle beyond row 18 and is perhaps some 3½ feet from the last row and is in easy reach for someone sitting in row 18.

Built into the lower portion of the door to the air stairs is the stewardess seat which is pulled down when in use, so that a person sitting in that seat looks straight down the aisle toward the front of the aircraft. On take-off this seat was occupied by Stewardess [REDACTED]

Prior to the time the aircraft taxied on the run- way, he purchased a bourbon and Seven Up from Stewardess [REDACTED]. As the aircraft taxied toward the runway for takeoff, Unsub turned and handed Stewardess [REDACTED] an envelope containing a note written in black felt-tip pen on plain white unlined paper which said:

"Miss, I have a bomb here and I would like you to sit by me".

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The hijacker then dictated the following:

"I want $200,000 by 5:00 p.m. in cash". (No specification as to denomination, age or sequence of bills). "Put it in a knapsack. I want two back parachutes and two front parachutes" (no other specification concerning para- chute types). "When we land I want a fuel truck ready to refuel" (probably his flying experience caused him to add this). "No funny stuff or I'll do the job" (the first attempted parachute skyjacking had been foiled about 12 days earlier by the hijacked aircraft's crew.)

The hijacker showed both Stewardesses the contents of his briefcase and stated it was an electrical device and requested the aircraft radio be used as little as possible.

The hijacker explained why he hijacked this plane by stating "it's not because I have a grudge against the airlines, it's because I have a grudge."

The hijacker then added that the flight suited his time, place and plans (probably the convenience of a Portland to Seattle flight suited the hijacker).

The hijacker very carefully demanded that each and every note either written by him or dictated to the stewardess by him be returned to him and he also had a used match cover which was used to convey notes returned to him.

Stewardess [REDACTED] showed Stewardess [REDACTED] the demand notes and then went to the cockpit where she displayed them to the captain of the aircraft. She thereafter remained in the cockpit where she prepared thirteen pages of notes concerning the hijacking.

The aircraft landed at Sea-Tac at 5:46 PM, PST, at which time $200,000. in twenty dollar bills, weighing 19 pounds, two back chutes and two chest chutes were given to him in a white canvas bag. The passengers then were allowed to deplane as were Stewardess [REDACTED] and another stewardess.

The hijacker went to the lavatory just behind row 18 (the row he which he was sitting) and as he exited the lavatory he was seen carrying the briefcase on its side in both arms, with a 12"x16"x4" light-colored package on top of the briefcase.

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Stewardess [REDACTED] then acted as a communica- tions media between the Unsub and the captain of the air- craft until about five minutes after the aircraft departed the Seattle-Tacoma International Airport when she was instruct- ed to go to the cockpit by the Unsub.

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The hijacker's instructions after receiving the money were vague. He probably wanted to jump from the aircraft as soon as possible after the takeoff. The hi- jacker put two of the parachutes, a back pack and a front pack, on prior to take off. He also wanted the air stairs lowered prior to takeoff, which subsequently proved to be impossible. Finally the hijacker jumped as soon as practi- cal after the stairs were lowered in flight. The hijacker was delayed from jumping by the trouble he experienced in lowering the air stairs and by the fact he was not provided a knapsack but rather a small white canvas bag which he had to affix to her person utilizing parachute shroud lines from an unused parachute.

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The plane departed Sea-Tac at 7:36 PM. Some four or five minutes after take-off, [REDACTED] was sent to the cockpit by the hijacker. Some ten minutes after she entered the cockpit, one of the officers received a call on the interphone from the hijacker, advising he could not get the air stairs down. The pilot then leveled off the aircraft and reduced the air speed. Within a very short time, the officer's panel showed that the stairs had been lowered and approximately five minutes later, (8:05 PM), the officer contacted the hijacker who said everything was okay. That was the last communication with the hijacker.

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At 8:11 PM, while the plane was at 10,000 feet, the crew experienced a pressure bump or oscillation and the Cabin Pressure Rate of Change Gauge also reacted violently and it was thought, at that time, that the hijacker might have left the aircraft.

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When the aircraft landed at Reno, Nevada, a chest pack chute and a back type chute were found on the plane. The missing chest pack chute, sometimes referred to as an emergency chute, is a training pack "dummied up" to look like a good one. The missing back pack chute is non-steerable and anyone utilizing this type chute would have no chance of slowing down or picking his spot on which to land.

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Also located in scar 18 E of the aircraft at Reno, was a black clip-on tie which contained a tie clasp described as yellow gold in color with a white pearl circular stone in the center. The label in the tie bore the name "Town- craft" and bore Store #3, Penneys. The label in this tie showed it to be a "Snapper" patent type tie. Investiga- tion in Las Vegas indicated that this type sold for about $1.50, that it was about a year to a year and a half old, and it was a favorite item for individuals such as waiters, busboys and bartenders. Stewardess [REDACTED] has said that this tie was probably the Unsub's and other witnesses have indicated that he wore a similar type tie.

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Located in the ashtray utilized by the Unsub were eight cigarette butts, seven of which have been identified by the FBI Laboratory as Raleigh filter tip cigarettes and the eighth cigarette is probably the same. These cigarettes are sold in a "soft pack".

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The two seats which she had observed to be oc- cupied by the unknown subject were processed for fingerprints. In addition the telephone, the area around the rear door, the rear door and four plastic drinking glasses found in the trash receptacle by the back door were also processed for fingerprints. In addition, a cloth towel affixed to the rear of one of the seats reportedly occupied by the unknown subject was removed and examined by Reno Agents. On that towel was noted what appeared to be a short human hair.

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The FBI Laboratory by communication dated Decem- ber 9, 1971, advised that an examination of the towel sub- mitted by the Las Vegas Office, disclosed a brown head hair clipping and a brown limb hair, both of Caucasian origin. The report continued that the head hair clipping is suitable for significant comparison results, but that the limb hair possesses to few unique microscopic characteristics to be of value for that purpose.

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The Laboratory also advised that the hairs obtain- ed from the towel have been mounted on a glass microscopic slide. They suggested that if microscopic comparisons between

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between the head hair clipping and a known head hair sample were desired, that the glass microscopic slide containing the hair clipping should be resubmitted to the Laboratory by the Las Vegas Office.

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The contents of the ashtray, the towel and the microscopic slide were returned by the Laboratory to the Las Vegas Office and are being held by the Las Vegas Divi- sion as evidence.

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LOGS BY NORTHWEST ORIENT AIRLINES, SEATTLE AND MINNEAPOLIS

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It is apparent from the following excerpts, taken from logs maintained by ground personnel on November 24, 1971, that the hijacker exited the airplane at 8:11 p.m. local time.

When the hijacker jumped, the air stairs were forced closed causing an increase in air pressure similar to shutting a car door with the windows up. As this pressure increase occurred the co-pilot turned to look at the cabin rate of climb meter and in doing so his communications ear plug was pulled from his ear.

The co-pilot's comments at this time were being recorded on a tape recorder which had previously been started on a time standard signal. Through careful play back and sequencing, the time of the pressure oscillation caused by the air stairs closing after Unsub departed was determined to be 8:11 p.m. local time.

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Teletype logs maintained by Ground Operations, Seattle-Tacoma International Airport.

Time 8:12 p.m. PST "11/25 305 getting some osciltns in the cabin mus be doing something with air stairs"

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Handwritten logs maintained by [REDACTED] b6 b7C at the Office of NWA Operations, Seattle-Tacoma International Airport.

8:11 p.m. "Reno looks good (weather). 305 at the present cabin is fluctuating playing with air stairs fwd cabin lites on."

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Handwritten logs maintained by [REDACTED] b6 b7C Flight Dispatcher NWA at Seattle-Tacoma International Airport.

8:11 p.m. "Cabin fluctuating ZA"

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Log maintained at Flight Operations Office, b6 Minneapolis, by [REDACTED] b7C

[REDACTED]

8:10 p.m. "Crew reported oscillation of cabin rate of climb indicator. This probably due to HJ weight now on stairs, stairs extended further, resultant effect on cabin pressure. May be best estimate of when he exited air- plane."

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"(Airplane now at 10,000' 170K, gear down, flaps 15°, FF 4000 #/hr/engine, TAT -7°C)".

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Log reconstructed from tape recordings of the conversations between Flight 305 and Ground Control.

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8:11 p.m. "O.K. fine uh, at the present time [illegible] . . uh, uh! (co-pilot, who is b6 speaking, turned to look at b7c the cabin rate of climb meter because of an increase in cabin pressure and in doing so his ear plug was pulled from his ear). . . at the present time we're getting some uh, the uh, cabin uh rate uh. . . uh, scuse me, my ear plug came out and I uh, at the present time we're getting some oscillations in the cabin rate of climb indicator and uh, apparently he (unsub) must be uh attempting to do something with the uh, the airstairs back there."

(There is a time correlation check on this tape and through careful play back and sequencing the time of oscillations caused by the airstairs closing after unsub departed was calculated at 8:11 p.m.).

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Ransom money in the amount of $200,000 was made up entirely of used, random 20 dollar bills. It was obtain- ed from the Seattle First National Bank, Main Office, and was part of a ransom package of $250,000. which had been maintained by the bank.for such emergencies. The package measured approximately one foot by one foot by eight or nine inches and weighed 19 pounds.

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A check of the Federal Aviation Administration flight section at Portland International Airport reflected that on November 24, 1971 between 8:00 PM and 9:00 PM, there was a ceiling of 5,000 feet, 3,500 feet broken clouds, and at 1,500 feet scattered and broken clouds at times with a wind of 12-14 knots. The temperature at the end of the air stairs at the time of the jump was approximately 0° C.

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On October 5, 1972, Mr. DONALD W. NYROP, President, Northwest Orient Airlines, Minneapolis-Saint Paul Interna- tional Airport, advised he authorized a finers fee of $25,000 total reward or 15% for any portion of the ransom money that is returned.

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In addition, The Seattle Post-Intelligencer, a local newspaper in Seattle, has offered $5,000 for informa- tion leading to the arrest and conviction of Unsub.

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SEARCH AREA

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Northwest Airlines (NWA) Flight 3305, departed Seattle-Tacoma International Airport (Sea-Tac), under hi- jack 11/24/71, at 7:36 PM. At the orders of the hijacker, the landing gear and flaps were down. After the plane was airborne, the hijacker and Stewardess [REDACTED] observed b6 the opening of the rear door and the lowering of the air b7C stairs. In less than five minutes after take-off, the hijacker instructed Stewardess [REDACTED] to go forward into the First Class Section and close the curtain behind her and not to return to the rear compartment again.

At 7:42 PM, the crew advised that the stair light was on, indicating that the hijacker was doing something with the air stairs. The plane, at that time, was flying at 7,000 feet.

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The log contained an entry at 8:05 PM, indicating the crew had on two occasions, attempted to make contact with the hijacker but he did not reply. However, he then spoke over the PA system and said "everything is okay."

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An analysis on 11/24 and 25/71, of the flight path of the aircraft, after it left Seattle, and the logs provided by NWS, suggested that the hijacker was [guess: still] in the airplane as of 8:05 PM. At that time the plane, according to radar tracking by the U.S. Air Forces, was located at a point north of the Pidgeon Springs, Washington area and east of Ostrander, Washington. This would have been the northern most point when he was known to be on the aircraft.

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At 8:11 PM, according to a log maintained by NWA, the crew reported that they were "getting some oscillations in the cabin, must be doing something with air stairs." An analysis as to the cause of this oscillation, also referred to as a "pressure bump" or "change in the cabin pressure" pointed to the probability that it was caused by the hijacker leaving the aircraft.

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On 1/6/72, the NWA 727 which was actually involved in the hijacking, was flown to Seattle, by [REDACTED] for the purpose of conducting a test to see if the "pressure bump" experienced during the hijacking, was caused by some- thing leaving the aircraft.

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The conclusion from that test was that the cabin pressure change occurred when the stairs were forced upward by the air pressure after the weight had been removed. according to [REDACTED] who was a member of the hijacked crew, and also a member of the crew when the test was performed, the occurrence was identical with the incident on the night of the hijack. Also the instrument in the cabin which reacted violently on the night of the hijacking, also reacted the same way when the test was performed.

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[REDACTED] based on the test flight above, then prepared a memo showing the steps by which he arrived at the best probable bail out point of the hijacker, and plotted this area on a map. This information is set forth as follows:

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The att[ached] plot is T[he] [illegible] theearch [area] of possible landing [area] of the hij[acker] [illegible]. It is based on the fol[lowing]:

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-- Aircraft position USAF radar data from McChord AFB [furnished] by [REDACTED]

-- Probable jump time (0811 GMT) from an analysis of the recorded communication from the flight [crew] to the cabin [pressure] [the] [illegible]. Flight [path] [constructed] on January 6 or [thereafter] first the p[ilot] are fluctuation almost certainly occurred at the time the HJ left the airplane.

-- Wind information from 10,000' IASL to the ground as determined by [REDACTED] (NWA)

-- Human body [trajectories] from data furnished by The Boeing Company (its [staff]) and NWA [REDACTED] [para] chute open condition) who is an expert para- chutist.

-- Time correlation from the above USAF radar information and from the NWA communications network tape recording.

-- Airplane airspeed and altitude from the airplane's flight recorder.

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The plot is explained as follows:

1. The heavy dashed line C-D--E--S defines the airplane's probable ground track.

2. Line G--I--J--K defines the westernmost, and Line L--M--N--O the easternmost probable airplane ground tracks based on the stated position tolerance of ±.5 nautical mile of the USAF radar plot.

3. Lines A--B, H--P, and O--[R]are the average wind vectors between 10,000' MSL and the ground, and are the lines parallel to which the HJ would drift after the parachute had opened.

4. Line H--S--T defines the northernmost (earliest) points over which the HJ probably left the airplane. Line K--F--O defines the southernmost (latest) points over which the HJ probably left the airplane. The north--south span of possible jump [positions] is a product of the radar position tolerance of ±.5 mile, and the possible communication time determination tolerance of ±1 minute.

5. The area within the boundary defined by Points H--F--Q--R--O--K--J--I--H marks the extreme limits of probable landing points based on the above tolerances. That is, [assuming] the the highest possible degree of inaccuracy in aircraft position, jump time, wind vector, etc., all probable HJ landing points would lie within the area defined by this line.

6. If it is assumed aircraft position, jump time, wind vector, and other inputs [are] all accurate (without allowances for the above stated tolerances):

a. The HJ's landing point would be at Point A if his 'chute did not open, or if he opened it so [late] that the [brief] [spread] caused 'chute [deployment] that resulted [in] the equivalent of a free-fall to the ground. (The body [would] badly [trajectory] [one] to

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it being at the same speed as the airplane at the moment it of exit, has been [illegible] since it would be [redacted] maximum of 2000' along the [illegible] updraft if the H.I. is [illegible] fall all the way to the ground in the "least drag" (least [redacted] position.)

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b. If the 'chute were not opened without descent [guess: change] immediately after the H.I. left the airplane, he would drift with the wind along Line A--B and would land at Point P. The [guess: more] rapid he was, the longer he would probably free-fall (to limit his drift with the wind). The lowest probable altitude to which he would free-fall is 2500' MSL. If he free- fell to 2500' MSL, his landing would be at Point U.

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Based on the above, the most favorable search areas, listed in their order of priority, would be as follows:

-- At Point A.

-- Along Line A--S, favoring the segment between U and B.

-- South of Line A--B.

-- North of Line A--S.

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In addition to the above, the following are pertinent:

-- The landing point is more likely to be south of Line A--B, and it is more likely to be in the northwest portion of area A--B--R--O--K--J--A than in the southern portion thereof.

-- It is substantially less likely that the landing point is north of Line A--B. If it is, the most probable point is south of the Lewis River, and in the southwest portion of the area defined by Points A--B--I--J--A.

-- It seems highly unlikely--though possible--that the landing point is north of the Lewis River, but if it is, it is more likely to be in the southwest portion of the area defined by Points Q--M--V--I--H--P--O.

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If there are any questions relative to the above, they should be referred to the under- signed.

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Northwest Airlines

January 9, 1972

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[Topographic map with contour lines, section numbers, and geographic labels. Most text is illegible due to poor photocopy quality.]

Partially legible labels: - [guess: Clover Valley] (left-center area) - [guess: Cleveland Mountain] (upper-left quadrant) - [guess: Pine Grove] (left side, mid-lower area)

Section numbers visible: 10, 11, 13, 14, 15, 19, 21, 22, 27, 28, 30, 32, [illegible others]

Bottom-right corner text: DB Cooper-33060

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On 11/24-25/71, based on information available from NWA, a search area was laid out in/the southwest portion of the State of Washington, which was bounded by Woodland, Washington, on the west, Amboy, Washington, on the east, Kalama, Washington on the north and a point seven miles north of the Columbia River, on the south. The prime search area was in an area seven miles east and seven miles west of an eight mile long flight line of the hijacked aircraft, bounded by an area two miles north of Lake Merwin and the Lewis River on the north, Amboy on the east, Woodland, on the west and Battle Ground, Washington, on the south. The search area was divided into six sectors. Four heli- copters and seven fixed-wing aircraft were utilized in an intensive, gridded air search of the prime area and a well executed search of the secondary search area on 11/26, 11/27 and 11/29/79.

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Ground units of local law enforcement personnel and Bureau Agents, made a house-to-house canvas of every dwelling and business establishment on every road in the prime search area from 11/25/71 through 12/3/71. Most of the roads in the full search area were also intensively covered in a door-to-door canvas, with negative results. All leads developed in this search which was coordinated with the air search, were checked with negative results. One item con- cerning a small aircraft flying in the vicinity of the private airfields west of Yacolt, Washington, was completely checked and it was found that the aircraft in question was a private plane flown by a known private pilot in the area and the flight took place the evening of 11/23/71.

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All sightings from the air were checked by ground units with negative results. Lake Merwin was patrolled from the lake by two boats for its entire 42 mile length, of navigable water and also to the full extent of its 86 mile length, with negative results.

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Based upon information received from the Seattle Division on November 25, 1971 preliminary steps were taken to alert all law enforcement agencies in Cowlitz, Lewis, Wahkiakum, and Clark Counties concerning the search which was to be instituted for the subject. A meeting was held with members of the Clark and Cowlitz County Sheriff's Offices and local agencies at the Woodland, Washington City Hall and Police Department which was designated as search headquarters in view of its proximity to the Wood- land airport at which facilities were available for fixed wing aircraft and helicopters. Arrangements were made for helicopters and fixed wing aircraft to be available on November 26, 1971 and the search area was divided into seven sections, one of which was located in the Lewis River area of Cowlitz County and the others in the north- eastern section of Clark County.

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On November 26, 1971 personnel of the Clark County Sheriff's Office, under the direction of Sheriff EUGENE COTTON, and [REDACTED] cars consisting of twelve cars and four aerial observers, seven cars of the Cowlitz County Sheriff's Office, and eleven deputies under [REDACTED] Sheriff CHARLES E. GILL and [REDACTED] In addition, three officers of the Woodland, Washington Police Department and six Agents were at the scene.

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On November 26, 1971, after law enforcement officers were briefed on facts known to that point and what was being sought and having been familiarized with the prints search area of 150 square miles, the various ground units were dispatched to Cowlitz and Clark Cou[nties] with instruc- tions to contact all available residents and businessmen on every road in the assigned section to secure information concerning the subject. The description, then available, was furnished to all personnel involved in the search. Further instruc-tions were given to the officers to request individuals so [contacted] to contact their neighbors and acquaintances to insure that all residents of the [police] search area [were] [informed] of the hijacking and the descrip- tion of the [subject].

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On December 29, 1971 the banks of Lake [illegible], previously located in the plane [guess: flight] search area, were covered by [illegible] patrolled by the [illegible] of the Cowlitz County Sheriff's [illegible]. Officers with all [guess: appropriate] significantly [guess: permanently] cleared. One [illegible] of a white object on the south side of [illegible] [guess: lake] to [illegible] to be checked on November 18, 1971 [guess: but] on [guess: November] 27, 1971 was checked by helicopter to [guess: which] [illegible] the results [illegible].

On November 25, 1971 the Army helicopters, [illegible] [guess: Responsible] Police Administrative [guess: operation] helicopters, and on. [guess: Representative] Company helicopters plus five [illegible] [guess: flying] [illegible] the [illegible] [illegible] and Vancouver, the [guess: Washougal] area [illegible] to the search [illegible] [illegible] [illegible] of total flying time, [illegible] [illegible] [illegible] of unidentified items were checked by [guess: ground] control with negative results.

On November 27, 1971 the search was continued [illegible] to the [illegible] number of [guess: technically] ground [guess: units], the [illegible] had [illegible] and [illegible] fixed wing planes. The search [guess: area] on this [illegible] [illegible] [guess: concentrated] [illegible] FBI [guess: evidence] [illegible] at [illegible] [illegible] land out [illegible] [illegible] [illegible] [guess: Recheck] [illegible] the [illegible] by [guess: Washougal] [illegible] [illegible] on a [guess: mainly] [illegible] at the [illegible] [illegible] left the planes. An [illegible] [illegible] [illegible] then [illegible] on the [illegible] and next [guess: status] of the [illegible] [illegible] [illegible] patch and [illegible] [guess: this] from the vicinity of [guess: Kelama], [guess: Washington], [guess: then] to the [guess: outskirts] of Vancouver. [guess: Washington] was [guess: gridded] [illegible] [guess: entire] [guess: area] [illegible] by the [guess: almost] [illegible] mentioned with [guess: negative] results. All [guess: sightings] of suspicious items were checked with negative results.

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The ground search on November 27, 1971 [guess: again] [guess: stood] of [guess: contacting] by personnel in [guess: special] units with as many individuals as possible in the search area.

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On November 27, 1971, in addition to contacting all individuals in the search area all airfields with any aircraft or parachuting schools or activity were contacted from Vancouver - Camas, Washougal area to Woodland. A number of individuals contacted at these locations gave information pertaining to skydivers, pilots, clubs in- volved in skydiving and other information, all of which has been checked with negative results.

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Airports and Flight Services:

Schuills, Orchard, Washington [REDACTED] Vancouver, Washington

Thompson Airfield, [REDACTED] Van [guess: Buren], Washington .

Pearson Air Park, [REDACTED] Vancouver, Washington Chrocraft, Inc. Pearson Air Park Aircraft Specialties at Pearson Air Park -

[REDACTED] Northwest Flight Services, Inc. Pearson Air Park (Part - [REDACTED]

Vancouver Flying Service, Pearson Air Park [REDACTED], Camas, Washington,

[REDACTED] [guess: Micro]-Longview Airport, Kelso, Washington -

[REDACTED] . Marx and Forest Helicopter Service, [guess: Repairs], Washington Hillsborough Aviation, Pearson Air Park, Vancouver, Washington Toledo Airport, Toledo, Washington Chehalis - Centralia Airport, Chehalis, Washington

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On November 29, 1971 the house to house canvass: of businesses establishments and houses in the prime search area of 150 square miles was continued by Agents of the Seattle Division. All individuals contacted were provided concerning the subject and were shown composite drawings and given physical descriptive materials. The search area was gridded and close contact was kept with the control point until all streets, roads, highways, and passable by- ways were covered all with negative results.

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DB Cooper-33064

SE 164-81

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On November 28, 1971, reports of planes flying at night on November 23, 1971, in the vicinity of the airfields located at View, Washington, and in the vicinity of County Road 42 and Grantham Road in Clark County as well as other small airports in Clark and Cowlitz Counties were checked with all flights being explainable and normal.

On November 29, 1971, the area from Woodland, Washington, up the Lewis River Road to Cougar, Washington, and Yale Lake was covered on a house to house basis, all locations being in Cowlitz County. The business establish- ments and private homes contacted all had information concerning the subject and his physical description.

Further house to house coverage was afforded in an area near the midpoint of a circle specified by Northwest Airlines as the center of the suspected area in which the subject exited the airplane. Every house and business establishment in a 20 mile square area was contacted or recontacted and it was found all individuals contacted had information on the subject but no information of value other than that previously reported.

On November 30, 1971, all doctors, clinics, hospitals, and agencies which could render medical assistance to an individual who could have broken limbs or severe abrasions from being in a heavily wooded area were contacted and were also circularized with a composite photograph and description of the subject in Clark, Lewis, Cowlitz, Wahkiakum, and Skamania Counties.

A Bonneville Power Administration helicopter and one fixed wing aircraft upon a partial clearing of the weather continued an air search concentrating on the area which has a center point of a circle as furnished by Northwest Airlines. The search took in an area approxi- mately 150 miles square and nothing of a positive nature was found.

Further house to house canvassing was conducted by Agents in the prime search area near the center of the circle as provided by Northwest Airlines. Nothing of significant value other than that already secured was found.

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24.

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DB Cooper-33065

SE 164-81

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On December 1, 1971, a fixed wing aircraft from Woodland, Washington, was aloft and covered an area during a slight period of clear weather which encompassed the area from Woodland, Washington, north to Silver Lake in Cowlitz County, a distance of 40 miles and a section 10 miles on either side of the flight path of the hijacked aircraft. While this was being conducted, Agents in ground units were conducting door to door canvass in the vicinity of the southerly end of Cowlitz County. Total area covered by air was 800 square miles with negative results.

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On December 2, 1971, ten Agents walked in a defined search pattern the area in the immediate vicinity of the circle of search as set forth by Northwest Airlines. The terrain was found to be composed of fields which are being farmed and a number of impenetrable thickets which have fallen logs, hidden beaver ponds, and creeks and generally hazardous and most difficult terrain to search on foot. It was noted that in getting into the thicket and under- brush growth, it was so heavy that even if an item was five yards from the observer, it could easily be missed due to overgrowth problems. The area covered in this physical terrain search was 1 1/2 miles long and 2/3 of a mile wide and took approximately five hours. Negative results in the search.

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25. DB Cooper-33066

SE 164-81

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FIRST TERRAIN SEARCH

The purpose of the first terrain search was to search for possible evidence left behind by Unsub and to find the remains of Unsub assuming he made an unsuccessful jump. The first terrain search commenced at 2:00 PM on March 21, 1972 with 218 Army troops including officers, 20 Special Agents of the Federal Bureau of Investigation and 9 helicopters. The area to be searched covered approxi- mately 25 square miles.

Due to snowfall in search area on March 25, 1972, the search was temporarily held up. Army troops remained on location and the search resumed at 12:00 Noon on March 26, 1972. The search was temporarily discontinued at 12:00 Noon March 30, 1972 to allow search personnel to rest and enjoy the Easter Holiday. The Army search equip- ment was retained at search headquarters at Merwin Park.

The search recommenced 7:15 AM, April 8, 1972, with 265 Army personnel and 20 Agents. Snow, sleet and freezing rain hampered search on April 12, 1972. Remaining areas to be searched were reached only by helicopter in- sertion of search personnel and landing zones in most cases were under 6 to 12 inches of snow.

The search of the entire area was completed at 1:00 PM, April 17, 1972 with nothing found.

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HUNTERS SEARCH

Prior to the 1972 hunting season, the following information was made available to Washington State Game Wardens who supervise the area into which the hijacker parachuted:

"On November 24, 1971, a man parachuted into the below-described area with $200,000 in $20 bills. If, while camping or hunting, you should discover any evidence con- cerning this skyjacking please contact the nearest FBI office.

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DB Cooper-33067

SE 164-81

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AREA INVOLVED

"Bound on the west by US 5, bound on the south by the Columbia River, bound on the north by the Kalama River, and bound on the east by the Skamania-Clark County line.

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WHAT TO LOOK FOR:

"1) The remains of a man, possibly dead for one year.

2) The remnants of a parachute, harness or parachute shroud lines.

3) 10,000 $20 bills wrapped in a parachute canopy, all serial numbers are known and can be identified.

4) Deteriorated raincoat or overcoat.

5) Small briefcase or attache case.

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REWARD:

"$25,000.00 total or 15% of any lesser portion of the ransom money that is returned has been offered by Northwest Orient Airlines.

"If any information concerning this matter is discovered, it should be reported to the FBI Office at Seattle, Washington, area code 206, telephone MA. 2-0460 collect, or to the nearest FBI Office, which can be found by checking in front of your telephone directory."

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The above information in the form of letters was distributed to hunters by game wardens.

The remains of JAMES ANNIS were found by hunters near Cougar, Washington on November 5, 1972. ANNIS, 16 years old in 1971, was reported missing on November 13, 1971 while hunting. He was positively identified by dental examination.

Several leads were received as the result of the publicity afforded this case by the news media and the Washington State Department of Game Wardens. These leads

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27.

SE 164-81

all received expeditious and thorough attention but all results were negative.

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SECOND TERRAIN SEARCH

In attempt to determine the accuracy of the first search area, the following was learned:

The first search area was calculated using a system of plotting known as "GEOREF" (i.e. Geographical Reference) which has a plotting error of plus or minus one mile. A new plotting system using a computer generated latitude and longitude has a plotting error of plus or minus 1/2 mile. Using the new system, [REDACTED] plotted a new course for Northwest Orient Airlines [REDACTED] plotted a new course for the NORJAK airplane and a new search area based on the new course. The new search area based on the new course. The new search area is partially outside the first area. (See maps.)

It is felt that if Unsub's parachute opened, he is no longer in the southwest Washington area, but if his parachute did not open he would be in a corridor along the flight path. The time of jump is known, and an area approximately one mile by seven miles represents the area Unsub would have landed in if his parachute did not open.

Because some of the above corridor fell in the old or first terrain search area, only an area 2 miles by 1/2 mile was searched during the second terrain search.

The second terrain search commenced March 12, 1973, and involved 10 Special Agents of the Seattle Office. It was temporarily interrupted on March 16 and resumed again March 26, 1973.

The second terrain search was completed March 29, 1973 with nothing found.

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28.

DB Cooper-33069

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b6 b7C

Hand-written annotations on topographic map:

"NEW COURSE" (upper-left area, with arrow pointing southeast) "OLD COURSE" (upper-center area, with arrow pointing left/southwest) "OLD POINT 'A'" (center of map) "NEW POINT 'A'" (lower-left area)

Two large filled black circles appear at top of map. Multiple straight diagonal lines are drawn across the map, appearing to represent flight path corridors or search lines.

Underlying topographic map place names (partially legible): Clover Valley, Cedar Creek School, Pine Grove, Hayes, Lee Center, Ariel, Green Mtn, [guess: Cougar], Lake

Section/township grid letters visible: I, D, M, B, U, A, E, N, R, O

Bottom right corner: DB Cooper-33070

[Map content — topographic map with contour lines, section numbers, and place names]

Visible place names: - Schumaker Mountain (upper left) - Clover Valley (left, below Schumaker Mountain) - Sch[ool] (near Clover Valley) - Pine Grove (left center) - La Center (lower left) - Etna (center) - Highland (center, below Etna) - Cedar Creek School (center left) - Gravel Pit (left) - [guess: Green] Mt[n] (upper right area) - View (right center)

Section numbers visible: 26, 27, 30, 31, 32, 33, 34

Grid numbers along right edge: 00, 89, 84, 83, 82, 81, 80, 79

Diagonal text across center of map: SEARCH AREA

Lower right corner text: DB Cooper-33071

W1S visible on left margin (partial township/range designation)

Two large filled circles (hole punches) in upper portion of map.

[Topographic map - text labels readable on map:] Schumaker Mountain (upper left) Clover Valley Sch (left side) Cedar School (center-left) Pine Creek (left edge, middle) La Center (lower left) Etna (center, upper area) Highland (center) [guess: Ariel] (upper right) [guess: Gold Mtn] (right side) View (right side)

Section numbers visible: 26, 27, 30, 31, 32, 33, 34 Grid numbers along right edge: 79, 80, 81, 82, 83, 84, 86, 89, 90

Contour interval elevations partially visible: 600, 800, 1000, 1200, 1400, 1700

DB Cooper-33072 (bottom right corner, page identifier)

SF 164-81

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CURRENT INVESTIGATION

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32.

DB Cooper-33073

SE 164-81

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ARTIST SKETCH

In an effort to show Unsub's swarthy complexion and age more clearly, a new color sketch has been prepared and disseminated to all field offices.

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FAA RECORDS

The Seattle Division advised the Bureau by Nitel on June 8, 1972 of the following information concerning the Federal Aviation Administration records for licensed pilots:

In considering the feasability of checking FAA records for all licensed pilots, the Oklahoma City Office has advised that FAA Aeronautical Center maintains records of over 850,000 licensed pilots. These records are filed by name or license certificate number, but not by age. Further, they do not include photographs of each licensed pilot. The FAA at Oklahoma City advises that records are permanently maintained at FAA on those pilots whose licenses have been revoked, expired or lapsed.

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BOEING FILE REVIEW

THE BOEING COMPANY

[REDACTED BLOCK]

The Boeing Company made available their personnel files of Boeing personnel who were members of the 727 Air stairs test team and officers of the Boeing Skydivers Club, which went out of existence in 1960 or 1961. These files were reviewed and several of the personnel on the list were interviewed to determine if anyone involved in the air stairs

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33. DB Cooper-33074

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b3

GE 164-81

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test could have been the hijacker and to determine any in- formation they might have possessed as to the identity of Unsub, all with negative rsults.

On July 31, 1972, [REDACTED] a Boeing Company [REDACTED], made available a copy of the Boeing Test Summary Report pertaining to the flight confi- guration of the 727. The following flight configuration was used during the Boeing air stairs test:

Speed - 125 knots Flaps - 25° down Altitude - 10,000 feet.

In Seattle report of SA CHARLES E. FARRELL, February 16, 1972, it is noted that Unsub requested the following flight configuration prior to taking off from Seattle-Tacoma Airport:

Gear down

Flaps - 15° down Altitude - 10,000 feet

Aft door open and the air stairs down.

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When it was explained to the hijacker that the plane could not take off with the air stairs down, he re- portedly said in a low voice, "Yes they can, but the cockpit can put it down after they get airborne."

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On July 26, 1972, [REDACTED] advised that if the hi- jacker was a member of, or had consulted with a member of the Boeing Test Team, he would have known that the 727 could not have taken off with the air stairs down, nor would it have be been necessary since the air stairs can easily be lowered in flight.

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Stewardess [REDACTED] remarked upon being inter- viewed shortly after the hijacking, that the air stairs and the controls for the air stairs were the only functions of the aircraft that the hijacker did not seem to be fully aware of.

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34.

SE 164-81

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RALEIGH CIGARETTES

Unsub is allegedly a smoker of Raleigh filter-tip cigarettes. The search of the plane involved in NORJAK conducted at Reno, Nevada, revealed eight Raleigh cigarette butts found near Unsub's seat.

On the possibility that Unsub may save Raleigh coupons and redeem them regularly, the following investiga- tion was conducted:

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On January 11, 1973, [REDACTED] [REDACTED], Coupon Redemption Center, Brown and Williamson Tobacco Company, Hill Street, Louisville, Kentucky, advised this it the only Raleigh coupon redemption center. Except for local residents who may come to the center personally, all redemptions are by mail with average of six million coupons received daily.

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[REDACTED] Correspondence. Section, advised that redemption orders and any correspon- dence received are retained for one year only.

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She advised that since January, 1972, her records revealed that [REDACTED] Seminole, Florida, [REDACTED] sent in coupons, received on November 1, 1972 for catalog item number 50312 - a black billfold, manufactured by Amity; catalog item number 55380 - a Schick electric razor.

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[REDACTED] Cincinnati, Ohio, [REDACTED] sent in coupons and received on June 5, 1972, for catalog item number 74850, a kettle-shaped grill.

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Cincinnati Division reported on February 15, 1973 the following information:

On February 7, 1973, the following directories were checked by SA LOUIS P. RUSSO:

The 1973 Hains Criss Cross Directory revealed no street listed as [REDACTED] Cincinnati. A check under the street [REDACTED] Cincinnati, revealed n such [REDACTED]

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35.

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DB Cooper-33076

SE 164-81

listed as [REDACTED] and no such person by the name of [REDACTED] [REDACTED]

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A check of the 1972 Williams Cincinnati Suburban Directory revealed no such street listed as [REDACTED] in Cincinnati.

A check of the 1971 Williams Cincinnati City Directory revealed no such street listed as [REDACTED] in Cincinnati.

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On February 8, 1973, [REDACTED] Cincinnati Police Department was contacted and advised that she has an individual by the name of DANIEL LEE COOPER in her files. This individual is described as follows:

Race: White Sex: Male Born: 4-25-47 SSAN: 276-44-0983 Address: 5157 Colerain

This individual was arrested for three traffic violations which are listed as follows:

4/29/67 - speeding - fined $10.00 and costs

2/21/70 - speeding - fined $10.00 and costs

11/3/70 - speeding - fined $20.00 and costs

This individual may or may not be identical to the individual that was set out in Cincinnati communication.

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On February 8, 1973, [REDACTED] Cincinnati Credit Bureau, was contained and advised that she has no positive information identical with the individual set out in Cincinnati communication.

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On February 8, 1973, [REDACTED] Hamilton County Sheriff's Office, Cincinnati, was contacted and advised he had no record for the individual in the Cincinnati communica- tion.

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DB Cooper-33077

SE 164-81

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The Cincinnati Division reported on March 14, 1974, the following information:

On February 28, 1973, the 1971 Williams Cincinnati City Directory was checked and revealed a DANIEL L. COOPER residing at 5157 Colerain Avenue, Cincinnati, telephone [REDACTED]

On March 6, 1973, the 1973 Haines Criss-Cross Directory for the City of Cincinnati and Northern Kentucky was checked and revealed no one is listed by the name of DANIEL LEE COOPER residing at 5157 Colerain Avenue. The check also revealed that telephone number [REDACTED] is listed to [REDACTED] residing at [REDACTED] Cincinnati.

The June, 1972 Cincinnati Bell Telephone Directory for Cincinnati and Metropolitan areas was checked on March 6, 1973 and revealed no one by the name of DANIEL LEE COOPER or DANIEL COOPER listed.

[REDACTED] Cincinnati Police Department was contacted on March 7, 1973 and advised that there is no picture in the files regarding DANIEL LEE COOPER, white, male, date of birth April 25, 1947. She also advised the only other information concerning DANIEL LEE COOPER was that he was arrested for a traffic violation in which Social Security Number 276-44-0983 was reflected in the file.

The following investigation was reported by the Tampa Division:

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b6 b7C

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37.

DB Cooper-33078

TP 164-110 JNB:rab 1

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The following investigation was conducted by SA JEROME N. BOWERS, at Seminole and St. Petersburg, Florida:

On February 6, 1973, a review of the current tele- phone directory for the St. Petersburg, Florida, area, re- flected a [REDACTED] b6 Florida, telephone [REDACTED] b7C

On February 7, 1973, [REDACTED] St. Petersburg Credit Bureau, St. Petersburg, Florida, advised her records contain the following information concerning a [REDACTED] with the above residence:

Employments: [REDACTED] - Super Par Oil Service b6 Station - b7C [REDACTED] - Modern Plating Company, St. Petersburg, Florida, [REDACTED] - Woolums Manufacturing Company, St. Petersburg, Florida - [REDACTED] to present - L'il General Food Stores, St. Peters- burg, Florida Current residence: [REDACTED] Seminole, Florida

The above records reflected an inquiry dated April, 1966, from a St. Paul, Minnesota, Credit Bureau regarding this individual. This inquiry was not further explained.

On February 8, 1973, the following agencies were contacted concerning the above individual with negative re- sults:

Pinellas County Sheriff's Office Clearwater, Florida Files reviewed by [REDACTED] b6 b7C St. Petersburg Police Department St. Petersburg, Florida Files reviewed by [REDACTED]

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38.

DB Cooper-33079

TP 164-110 2

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On February 14, 1973, [REDACTED] [REDACTED] Suncoast Division Office, 6135 32nd Street North, St. Petersburg, Florida, advised their records reflect [REDACTED] to be currently employed with their firm. [REDACTED] [REDACTED] advised the above firm includes several food chains located in the Florida area. She said [REDACTED] has been em- ployed with their food chain since [REDACTED] and is presently a [REDACTED] Farm and Town, 1243 Lakeview, Clearwater, Florida.

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On February 23, 1973, [REDACTED] Suncoast Division Office, described above, advised [REDACTED] has been an excellent employee with this firm since [REDACTED] [REDACTED] described [REDACTED] as follows:

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Race: White Sex: Male Date of birth: [REDACTED] Place of birth: [REDACTED] Residence: Seminole, Florida Height: 6'2" Weight: 185 pounds Hair: Dark, partially blad, high forehead Characteristics: Wears glasses

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[REDACTED] stated their records reflect [REDACTED] to be on duty on November 24, 1971.

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DB Cooper-33080

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39.

SE 164-81

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FIRST SKYJACKING UTILIZING PARACHUTES

In an effort to determine the origin of the D.B. COOPER hijacking (i.e. the original idea behind the skyjack plan), a review was conducted of the magazine and newspaper articles written just prior to NORJAK.

The below quoted newspaper article described the first known skyjacking in which a parachute was used by the skyjacker.

The Seattle Times, November 13, 1971:

"Calgary, Alberta - (UPI) - A masked hyjacker carrying more than 40 pounds of dynamite was knocked un- conscious today by an Air Canada crewman wielding a fire ax. The crewman's action 3,000 feet in the air ended a six- hour hijacking which skipped back and forth over the United States - Canadian border.

"The hijacker, reported in fair condition today with a possible skull fracture, was putting on a parachute to bail out of the DC8 over Calgary when he was struck by the ax.

"The hijacker, carrying a shotgun in addition to the dynamite, took control last night of the Calgary to Montreal flight carrying 123 persons. Claiming to be a member of the Irish Republican Army, the man demanded $1.5 million and a free passage to Ireland. (A touring I.R.A. spokesman denied that the hijacker belonged to the I.R.A.)

"After landing in Great Falls, Montana, the man accepted $50,000 ransom. The plane took off, landed again at Great Falls, and the man let the passengers to unharmed. But, he ordered the plane with its five-member crew to take off again. Indecision on the part of the hijacker led the plane back and forth across the border before he ap- parently decided to jump.

"An Air Canada official said that as the hijacker was preparing to jump, the pilot, [REDACTED]

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b6 b7C

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40.

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DB Cooper-33081

SE 164-81

jumped him and [illegible] came up behind him and 'let him have it with a fire ax.'

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"Flight 812 made its first landing at Great Falls after the hijacker had taken over 40 miles west of Winnipeg, Manitoba. There it was refueled and the $50,000 was handed to the hijacker by a policewoman. The money was raised by bankers as the plane circled the city for two hours.

"The plane then took off for a scheduled stop in Regina, Saskatchewan, to let the 114 passengers aboard disembark. The plane did not land in Regina, however, but turned back and set down in Great Falls again where the passengers and three of the nine crew members were set free.

"On its second take-off from Great Falls, Air Canada officials said the hijacker wanted to be taken to New York City before proceeding to Ireland. The man, des- cribed as 5-feet-7, dark-haired and in his 30's then decided he wanted to go to Phoenix, Arizona, but finally settled for Calgary.

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"At Great Falls Airport, Gov. FORREST ANDERSON and hundreds of onlookers stood by. ANDERSON said he came to persuade the hijacker to surrender or at least release the passengers. He never saw the hijacker, however."

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The Seattle Post Intelligencer

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"Calgary, Alta. - (UPI) - A masked man armed with a sawed-off shotgun and dynamite who could not make up his mind where he wanted to go was knocked out by a crew member early today to end a bizarre hijacking flight on an Air Canada DC 8.

"The hijacker was captured when a crew member struck him with a fire ax as the man was bending over to put on a parachute he was carrying, Air Canada said. A local hospital reported the hijacker suffered lacerations on his head.

"The plane - originally bound from Vancouver, B.C. to Montreal - was commandeered with 127 persons aboard.

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41.

DB Cooper-33082