Seattle summary report re NORJAK hijacking of Northwest Airlines Flight 305, with table of contents, search maps and NWA landing-zone analysis
Document date 30 May 1973
Also filed at: Part 41 pp. 21–38 · Part 60 pp. 296–308
Copies may differ in what was redacted.
Also filed separately as sections:
Report a problem
Email this to [email protected]
Id: Cooper-Part-95:260-278
Subject: Cooper Files: Cooper-Part-95:260-278 Document: Seattle summary report re NORJAK hijacking of Northwest Airlines Flight 305, with table of contents, search maps and NWA landing-zone analysis Id: Cooper-Part-95:260-278 Page: https://cooper.theunsolved.net/documents/Cooper-Part-95%3A260-278 What is wrong (title, date, type, which pages belong together, copies)? What does the scan show?
A person reads every report. Corrections are made by hand, to the data — titles, dates, names, which pages belong together — never to the scans, and they can take a while to appear.
FBI 164-81, Vault Part 95 pp. 260–278 (DB Cooper-42667, DB Cooper-42668, DB Cooper-42669, DB Cooper-42670, DB Cooper-42671, DB Cooper-42672, DB Cooper-42673, DB Cooper-42674, DB Cooper-42675, DB Cooper-42676, DB Cooper-42677, DB Cooper-42678, DB Cooper-42679, DB Cooper-42680, DB Cooper-42681, DB Cooper-42682, DB Cooper-42684, DB Cooper-42685), Report, dated 30 May 1973 — cooper.theunsolved.net/documents/Cooper-Part-95%3A260-278
FD-201 (Rev. 3-3-59)
UNITED STATES DEPARTMENT OF JUSTICE FEDERAL BUREAU OF INVESTIGATION
Copy to:
Report of: Office: Seattle, Washington Date:
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
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.
- P -
---
DB Cooper-42667
---
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 0 - 406-840
---
b6 b7C
SE 164-81
---
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
---
2.
---
DB Cooper-42668
SE 164-81
---
THE HIJACK
---
3.
DB Cooper-42669
SE 164-81
---
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".
---
DB Cooper-42670
---
4.
---
b6 b7C
SE 164-81
---
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.
---
5. DB Cooper-42671
SE 164-81
---
Stewardess [REDACTED] then acted as a communications media between the Unsub and the captain of the aircraft until about five minutes after the aircraft departed the Seattle-Tacoma International Airport when she was instructed to go to the cockpit by the Unsub.
---
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 hijacker 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 practical 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.
---
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.
---
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.
---
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.
---
b6 b7C
---
6. DB Cooper-42672
SE 164-81
---
Also located in sear 18 E of the aircraft at Reno, was a black clip-on tie which tontained 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.
---
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".
---
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.
---
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.
---
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
---
7.
DB Cooper-42673
---
b6 b7c
BE 164-81
---
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.
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.
---
8. DB Cooper-42674
SE 164-81
---
LOGS BY NORTHWEST ORIENT AIRLINES, SEATTLE AND MINNEAPOLIS
---
9.
DB Cooper-42675
SF 164-81
---
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.
---
10. DB Cooper-42676
1 SE 164-81
---
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"
---
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."
---
Handwritten logs maintained by [REDACTED], b6 b7C Flight Dispatcher NWA at Seattle-Tacoma International Airport.
8:11 p.m. "Cabin fluctuating ZA"
---
Log maintained at Flight Operations Office, Minneapolis, by [REDACTED] b6 [REDACTED] b7C
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."
---
11. DB Cooper-42677
·2· SE 164-81
---
"(Airplane now at 10,000' 170K, gear down, flaps 15°, FF 4000 #/hr/engine, TAT -7°C)".
---
Log reconstructed from tape recordings of the conversations between Flight 305 and Ground Control.
8:11 p.m. "O.K. fine uh, at the present time [REDACTED] . . b6 uh, uh! (co-pilot, who is b7C speaking, turned to look at 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.).
---
12.
---
DB Cooper-42678
SE 164-81
---
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.
---
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.
---
On October 5, 1972, Mr. DONALD W. NYROP, President, Northwest Orient Airlines, Minneapolis-Saint Paul Interna- tional Airport, advised he authorized a finders fee of $25,000 total reward or 15% for any portion of the ransom money that is returned.
---
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.
---
13. DB Cooper-42679
SE 164-81
---
SEARCH AREA
---
14. DB Cooper-42680
SE 164-81
---
Northwest Airlines (NWA) Flight #305, 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] discussed 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.
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."
An analysis on 11/24 and 25/71, of the flight path of the aircraft, after it left Seattle, and the logs provided by NWA, suggested that the hijacker was still in the airplane as of 8:05 PM. At that time the plane, according to radar tracking by the U.S. Air Force, 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.
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.
---
15. DB Cooper-42681
SE 164-81
---
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.
---
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 so violently on the night of the hijacking, also reacted the same way when the test was performed.
---
[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:
---
DB Cooper-42682
---
16.
The attached plot indicates the envelope of possible landing points of the hijacker (HJ). It is based on the following:
-- Aircraft position from USAF radar data from McChord AFB furnished by [REDACTED]
-- Probable jump time (0811 GMT) from an analysis of the recorded communication from the flight relative to the cabin pressure fluctuation. Flight tests confirmed on January 6 confirmed that the pres_ure fluctuation almost certainly occurred at the time the HJ left the airplane.
-- Wind information from 10,000' MSL to the ground as determined by [REDACTED] NWA [REDACTED]
-- Human body trajectories from data furnished by The Boeing Company (free-fall) and NWA [REDACTED] (parachute 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.
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--P--O--R--O--K--J--I--H marks the extreme limits of probable landing points based on the above tolerances. That is, assuming the highest probable 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 used are all accurate (without allowance 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 soon that the high speed caused 'chute damage that resulted in the equivalent of a free-fall to the ground. (The horizontal body trajectory due to
it being at the same speed as the airplane at the moment at of exit, he would [guess: learned] since it would be a combination of slowly along the airplane's [guess: track] if the [guess: HJ] [guess: for] - fall all the way to the ground in the "basic drop" (unchecked position.)
b. If the 'chute was opened without damage immediately after the HJ left the airplane, he would drift with the wind along Line A--B and would land at Point D. The more expert 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' free-falls 2500' MSL. If he free- fell to 2500' MSL, his landing would be at Point U.
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-B, favoring the segment between U and B.
-- South of Line A-B.
-- North of Line A-B.
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 southernmost 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--R--P--Q.
If there are any questions relative to the above, they should be referred to the under- signed.
---
Northwest Airlines b7C
January 9, 1972
---
DB Cooper-42684
---
18.
[Topographic map — no continuous text to transcribe]
Visible place names and labels (reading roughly top-to-bottom, left-to-right): - Schul[illegible] (upper-left area) - Clover Valley (left-center) - [guess: Etna] (center) - 10 (section number, left side near "Hayes") - Hayes (left side) - 11, 12, 13, 14 (section numbers) - Pine Grove (center-left) - Hall (upper-right) - Green [illegible] (upper-right) - [guess: View] (right-center) - 19, 21, 22, 26, 27, 28, 32, 33 (section numbers) - [guess: Lake Center] or [guess: Lat Center] (lower-left) - 2, 3 (section numbers, lower-left) - 19 (bottom-center)
Bottom-right corner: DB Cooper-42685