Part 90, page 80

Document date 25 November 1971

Open in FBI Vault (Part 90, page 80 of the PDF)

FBI 164-81, Vault Part 90 p. 80, Report, dated 25 Nov 1971 — cooper.theunsolved.net/parts/Cooper-Part-90/pages/80

Transcript

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NWA Chief Performance Engineer had been called to field to help calculate range, etc. Boeing Company had been contacted for assistance in range problem, flight characteristics with air-stairs extended, whether opening (stairs extend about 20° in flight, possibly more with man's weight on them) would be large enough for a man to exit. Boeing assured us there would be no controllability problem, that they would get experts work- ing on range problem also, that they had dropped 2-300# boxes out air-stair opening in flight and that man could probably get out.

R A Communications people also had arrived at field to assist if required 'phone-patch ing, other communications problems.

Mr. Nyrop, [illegible] four supervisory pilots, 1 performance engineer, many others on the scene (MSPFO) for assistance.

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Flight at 7000', 160KIAS, fuel flow (P?) 4500#/engine, flaps 30° gear MN. MSPFO advised they would have even more severely limited range in the flaps 30° position. Crew given prelimin- ary information on optimum range IAS (170K), weather, air- ports available between SEA and RNO, minimum obstruction clearance altitudes, etc.

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MSPFO asked for stewardess best recollection of exact content of h.j briefcase. She got on radio and gave following basic information:

- Eight red sticks, about 5" x 1" in left corner of brief case, "look like big firecrackers." Two rows of sticks, four on top of four. - Wire attached to dynamite with red insulation. - Battery "like flashlight battery, but about 6" high and as big around as my arm". - Red sticks are about the color "of my uniform".

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Crew called h.j and asked him if everything was O.K. and he replied that it was. This was apparently the last communi- cation the crew had with the h.j.

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Crew reported oscillation of cabin rate of climb indicator. This probably due to h.j weight now on stairs, stairs extending further, resultant effect on cabin pressure. May be best estimate of when he exited airplane.

MSPFO advised crew that range to RNO now looked good (air- plane now at 10,000', 170K, gear DOWN, flaps 15°, FF 4000+/ hour/engine. TAT -7°C. MSPFO calculated TAS and range from this data.

AI notes

Commentary by the AI model that transcribed this page. It may bring in context the page itself does not state. The scan is the source; the transcript is machine-generated from it.

NWA Chief Performance Engineer called to field. Boeing Company contacted regarding range, flight characteristics with air-stairs extended, and whether a man could exit through the opening. Boeing confirmed no controllability problem and that exits were feasible. R A Communications personnel arrived for phone-patching support. Mr. Nyrop and supervisory pilots were on scene at MSPFO. Flight parameters reported: 7000 feet altitude, 160 KIAS, fuel flow approximately 4500 lbs per engine, flaps 30 degrees. MSPFO advised that flaps 30 position would severely limit range. Crew given preliminary info on optimum range airspeed, weather, airports between Seattle and Reno, and minimum obstruction clearance altitudes. MSPFO requested stewardess's recollection of hijacker's briefcase contents. She described via radio: eight red sticks resembling large firecrackers arranged in two rows of four, wire with red insulation attached to dynamite, a large battery resembling a flashlight battery but approximately 6 inches high, and red sticks matching the color of her uniform. Crew contacted the hijacker to check if everything was okay; he confirmed it was. This was apparently the last communication between the crew and the hijacker. Crew reported cabin rate of climb indicator oscillation, likely caused by hijacker's weight on stairs and resulting cabin pressure changes, providing a possible estimate of when he exited the airplane. MSPFO advised crew that range to Reno now looked good with updated flight parameters: 10,000 feet, 170 knots, gear down, flaps 15 degrees, fuel flow 4000+ lbs/hour/engine, TAT -7°C.

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Part 90, page 80

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