Robert99

Jerry, Read the label on those peaches. In the late 1990s, I happened to be passing through Georgia and went into a supermarket for reasons I don't now remember. I happened to pass by a beautiful display of peaches and stopped to look at the label on the peaches. The labels said "Product of California". So the Peach State was importing peaches from elsewhere. I guess Georgia just forgot to switch the labels. I thought he was talking about the 'other' HOT peaches. Maybe I was mistaken'. I want to go to Ariel this year also.....Jerry, you can drop your car off in Minnesota and I will bring it to Ariel this November. I could work that into my schedule for you!!! It would not be a problem on this end. :) Vicki, The other "hot GA peaches" are already in LA. No we are not!! :) The 'other' HOT peaches reside in Minnesota!!! Farflung, Duty calls. Can you get this situation in Minnesota under control? And I was referring to "Georgia peaches" not "Minnesota peaches".

Jerry, Read the label on those peaches. In the late 1990s, I happened to be passing through Georgia and went into a supermarket for reasons I don't now remember. I happened to pass by a beautiful display of peaches and stopped to look at the label on the peaches. The labels said "Product of California". So the Peach State was importing peaches from elsewhere. I guess Georgia just forgot to switch the labels. I thought he was talking about the 'other' HOT peaches. Maybe I was mistaken'. I want to go to Ariel this year also.....Jerry, you can drop your car off in Minnesota and I will bring it to Ariel this November. I could work that into my schedule for you!!! It would not be a problem on this end. :) Vicki, The other "hot GA peaches" are already in LA.

Jerry, Read the label on those peaches. In the late 1990s, I happened to be passing through Georgia and went into a supermarket for reasons I don't now remember. I happened to pass by a beautiful display of peaches and stopped to look at the label on the peaches. The labels said "Product of California". So the Peach State was importing peaches from elsewhere. I guess Georgia just forgot to switch the labels.

As an added bonus, it would have made it easier for the hunt for the skyjacker to begin. There would have been a crash site and hundreds of folks would have been on the scene very quickly. Everyone would know for certain that the hijacker must have jumped from the plane north of any crash site. As it happened, Cooper gave himself a narrow escape window by sparing the plane and crew. There would also be the matter of the bomb evidence, which could have eventually led the FBI to the hijacker. This window was the initial confusion and uncertainty on when/where he *probably* jumped. By the time that was determined and ground searchers got organized, Cooper was either a hole in the ground, at the bottom of a river or lake, or long gone. Okay, Blevins, you apparently feel you know exactly where Cooper jumped. Where was it?

As you are probably aware, Neil Armstrong had to eject from a lunar lander trainer vehicle at the NASA Houston facility when it ran out of fuel for its reaction control system. He was all over the place for a couple of seconds and was very low and almost horizontal when he did eject. There is video of that incident that gets shown periodically. Running out of fuel for the descent engine is no better if the lander is several feet above the lunar surface. Armstrong was fully aware of the situation and the possible outcomes.

Amazon, Please note that Jo was talking about the highway between the Bridge of the Gods and Vancouver. I have never driven between the Bridge of the Gods and the area of the intersection of I-82 and I-84 west of Pendleton. So if the higher elevations that you mention are in that stretch of WA Hwy 14, I will concede the point. If not, I'll still concede the point but now I have to figure out why I didn't notice the higher elevations on Hwy 14.

In my communications with Jerry I explained it as a small Mountain or hill. It is called Mt on a map - so there you are missy. There at 2 MTs by that name and even Georger knew what it was if he indeed spent many yrs in WA. You do pick at words. PIck Pick Pick - listen to the logic and get yourself a 1971 map of the area - it is called a MT. Jo, I HAVE lived in WA (east of the Cascades) and if my memory is correct, we always called "mountains" by that name and "hills" by that name. I would expect that a smart Florida real estate lady, such as you describe yourself, could tell the difference also.

What Jo is describing as a mountain does indeed look like a mountain to her since the road she drove on to The Bridge of the Gods is WA HWY 14 in the Columbia River Gorge... which to someone from Florida where the greatest elevation of 345 feet, the road and its surrounding topography does indeed look "mountainous". Amazon, with all due respect, didn't Jo live in Colorado with Duane for some time? As I recall it, the Rocky Mountains were clearly visible every time I was in that state. And I have driven on roads that were up to 11,400 feet above sea level in Colorado. Also, didn't Duane take Jo to Portland/Vancouver at one time? Presumably, she noticed the Cascade Mountains based on information in one of her recent posts. And Jo should have also noticed other mountain ranges during that trip. Admittedly, there are mountains on both sides of the Columbia River gorge in the Bonneville Dam area. But the roads themselves follow close to the river, and are not very high above sea level.

As many as think they can make a buck from such a silly claim.

Jo writes: When I was in WA in Oct of 2010 this last yr. I had to drive that same road from Washougal to the Bridge of the GODS. I was terrified and I was driving this mountaineous terrain. Jo, Regardless of whether you were on Interstate 84, on the south side of the Columbia River, or on WA State Highway 14, on the north side of the Columbia River, you really didn't do any mountain driving between Portland/Vancouver and the Bridge of the Gods. In fact, you were probably not more than 200 feet above seal level at any point on that drive. There are probably places in the Florida panhandle that are more "mountainous" than those roads.

Georger writes: Because: unless the found bundles were something as specific a a group of bundles DC stuffed in his coat pocket, separated from the rest of the bundles, then the 3 bundles found are part of some 1000 bundles which existed in a container as DC jumped. How do only three bundles turn up 9 years later at Tina Bar vs the 997 other bundles which were not found? Georger, It was estimated that the 3 bundles that were found contained approximately $2,000 each. So if each bundle contained $2000, there would only be 97 bundles missing. And those 97 bundles would weigh a total of about 21 or 22 pounds.

They just ignore it like it was never said - and that is what the FBI did to me for yrs. Maybe now they are listening - you think? Well, they will be very very soon - with what I have finally decided to do - hell what do I have to loose - my life? Not worth much right now....since the world has labeled me a loo loo. So I might as well go forward with everything I have! If I fail - and they can PROVE it is not Right - then prove it before I make my leap......... If the FBI has the GOODS that prove Weber WAS not Cooper - it is speak NOW or forever hold you peace. I have stayed out of the media for over 10 yrs - that does NOT mean I stopped nor did My people stop investigating the background of Duane L Weber aka John C. Collins aka Dan Cooper. Jo, No more threats! Just do it! But if you are having violent thoughts, get in touch with your shrink as fast as possible.

Jerry, Himmelsbach writes on page 111 of his book that "Bohan was four minutes behind and 4,000 feet above Flight 305." Since Flight 305 was at 10,000 feet, Bohan would be at 14,000 feet. Regardless of where Bohan was, the wind at 10,000 feet was from the southwest at between 25 and 30 knots. If Flight 305 had experienced an 80 knot wind, generally from the south, it could not have made it to Reno.

WGK146, You did not start this. This argument has been going on for years. And you are not causing any trouble. In reality, the weather for the flight to Reno was passed to the airliner flight crew while they were on the ground in Seattle. It is included in the radio transcripts. They were told that the only thing of any particular concern was a layer of haze at their altitude somewhere south of Portland. This haze was a potential icing problem and they did ice up a bit when they encountered it. Basically, in the Seattle to Portland leg, the airliner was above an overcast when they got to 10,000 feeet. And there were three broken layers of clouds below that overcast. So the possibility of Cooper even seeing any lights or ground objects is zero for all practical purposes.

Jerry, Your last sentence first. My research has been "reviewed" by going to the sources. You should take a look at the data on weatherground.com and see if you can find anything supporting your ideas about the weather that night. The statement by Captain Bohan that he had an 80 knot headwind (at 14,000 feet) from 166 degrees (he would be referring to the magnetic direction) would be from almost the straight south in true direction (aligned to the north/south sectional lines). That also means that he was undoubtdly on V-23 East and not V-23 on his flight from Seattle to Portland. That is, he was not on the same airway as the hijacked airliner. Captain Bohan also said that he had about a 30 knot crosswind component during his landing at Portland. The weather data indicates that the highest wind speed at the Portland International Airport the evening of the hijacking was only about 10 knots. Bohan would not have been four minutes behind the hijacked airliner for long since he was going about 100 knots faster than the NWA airliner. As far as Bohan listening to the hijacked airliner's radio transmissions, including those on ARINC frequencies, he would need about three or four transcievers to handle that plus his own radio communications. There is NOTHING in the weather records to indicate that there was a storm front between Portland and Seattle the evening of the hi-jacking. The surface winds were approximately 10 knots and generally from the south from Seattle, through Portland and the rest of Oregon, as well as northern California that evening. The surface winds at Reno were also about 10 knots but from a different direction. The surface pressure was increasing south of Seattle. This statement is also supported by the altimeter settings given to the airliner by ATC. This means that any storm front had already cleared the Seattle area and the route to Reno before the hijacked airliner even took off from Seattle. Cloudy and rainy weather, such as that experienced in the Portland area the evening of the hijacking doesn't mean that it was a stormy evening even though you may have to fly IFR. In fact, the weather appeared to be rather stable and a good time to get in some real weather IFR flying. Again, it was a dark, wet, and cloudy night. But not a stormy one.

Jo, I hate to be the one to have to tell you this. But your hair looks very, very black in that photo. And Duane's looks blonde and white. Just keep that in mind the next time you try to play the Dumb Blonde Syndrome card.

Jerry, Cooper had already bought a ticket and spent quite a few minutes in the gate waiting area before the flight from Minneapolis even landed. So he could not have been on that flight prior to its landing in Portland.

Jerry, Who am I suppose to believe, you or the weather people? Are you calling the weather people liars?

The weather was definitely not "stormy" that night as the airliner passed through the Portland area heading for Reno. The winds aloft at 10,000 feet were from the southwest at between 25 and 30 knots and were not a big factor in the flight. There is absolutely nothing in the records to support a wind from straight south at 80 knots at 14,000 feet as has reportedly been claimed by a Captain Bohan.

Yikes Robert. What were you flying? I have jumped twice from 24,000 breathing O2 in the plane but jumping without supplemental O2. I've jumped many times from 18,000 with no O2 in the plane or during descent. I did one hop and pop from 18,000 with SpO2 telemetry. My readings were in the low 90s at exit and increased during the canpoy ride down. The climb to exit altitude was VERY quick in a souped up King Air 200. That helped a lot. Those 24,000 ft jumps were FREEZING, even in the middle of the summer. My goggles iced over right away and didn't clear until about 12,000 ft. Remember we have a 130++ mph wind chill factor in freefall up there. BRRRR. The 727 crew probably could have put Cooper into a stupor (hey that rhymes) by donning masks and climbing to 24,000. But then what would you do with him? I know what Rataczak would have suggested: a swim in the Pacific. 377 377, Would you believe that all of my high altitude flights as a pilot have been in gliders (or sailplanes as they are also known)? The flights to 18,000 feet, with and without oxygen, were in the Big Bear area of southern California and at a location some distance south of Phoenix, Arizona, respectively. The California flight was in thermal lift and the Arizona flight was in wave lift. There wasn't anything particularly unusual about these flights or any other flights that I made between 10,000 and 18,000 feet. But the flight to 36,500 feet is a different story. It was made in the vicinity of the Air Force Academy near Colorado Springs, Colorado. The flight was in wave lift which had which had to be approached from downwind and through the "rotor" which was generated by the wave conditions. This was a VERY interesting ride both for the glider and the aircraft that was towing it. A rotor is some of the roughest turbulence found in nature and both the glider and tow plane had extreme difficulty in staying even generally right side up. The climb to the highest altitude took about two hours and the total flight was almost exactly three hours from takeoff to landing. Both the glider and I were thoroughly cold soaked. At the highest point, I could not deploy the dive brakes or even move the elevator trim tab. So I had to just put the nose down and make some high speed turns for about the first 10,000 feet of the descent. At about 25,000 feet the dive brakes warmed up enough so that I could deploy them and the rest of the descent was at a relatively low speed and high descent rate. I had carried two sealed and temperature compensated barographs on the flight and when they were reduced they resulted in my being given credit for 36,500 feet although the highest altitude I saw on the altimeter was 35,500 feet. So it was a lot colder than standard at altitude that day. While the barographs were being reduced, I went back to the motel and took a hot shower to get the ice out of my various systems.

The passenger drop down O2 systems I have seen are not tank fed but have individual O2 generator cans feeding each mask. The cans contain chemical ingredients that mix when the mask feed tube is sharply pulled and begin a VERY hot exothermic oxygen producing reaction. They have caused more than one fire. The Value Jet DC 9 crash in FLA was caused by a bunch of these carried in the cargo bay. They ignited and caused a fire that resulted in loss of the acft and all pasengers. http://en.wikipedia.org/wiki/ValuJet_Flight_592 The "quick donn" pilot masks are fed by tanks. Skydivers assembling gear for high alt jumps buy those quick donn masks dirt cheap from the places that salvage airliners located in the AZ and Mojave CA deserts. You can remove the quick mount head bird cage and fit straps to the Scott brand quick donn masks pretty easily. The same type of mask with OE straps can cost 30x the price of a quick donn type. The pilot masks have very high quality internal microphones which are great for doing radio jumps. With those masks on and the sound of labored breathing, the appropriate use of pauses, clipped speech and "ahhhhs", I can sound just like Farflung. I want to make an iPhone app that will do that on cell calls. If you are gonna talk why not sound all hunky and fighter piloty? 377 377, I'll defer to you on the O2 generator cans, especially since I have never seen one of them. A couple of years ago, an Australian 747 had a cargo compartment explosion that blew off a sizeable chunk of the fuselage skin. If I remember correctly, that explosion was credited to a large oxygen tank that was part of the passenger "drop down" system. So maybe some airliners still use the tanks versus the generator cans. I personally have only used a constant flow oxygen system to 18 thousand feet and had to stop there due to airspace restrictions. Also, once a very long time ago, I went to 18 thousand feet without any oxygen equipment. But before doing that, I had determined that I was going to head back down at a specific time even if I didn't get to 18 thousand. Basically, I went up fast and came down even faster. I have used a pressure demand oxygen system to 36,500 feet and would have gone on up to 40,000 feet if it had not been about 70 degrees below zero in the cockpit, not counting wind chill factor (all cockpit ventilators had to be kept wide open to keep the canopy from icing over). That was the coldest I have ever been.

Don't forget the Trilateral Comission. Was Duane a member of it?

True, but Boyle's law applies. Less pressure, less O2 molecules per unit volume. That's why I need supplemental O2 on high alt jumps and the plane, if piston engined, needs turbocharging or supercharging to have enough power to climb at those alts. O2 in properly maintained tanks is actually pretty safe. Smoking around one isnt very risky, but it's a better practice not to. You said "oxygen rich" and I challenged it. I hate to be a nit picker but it's a rare day when I can dispute Georger on a science issue and win. I couldnt resist the temptation. 377 The composition of "air" is constant (for all practical purposes) in the atmosphere where airliners and most manned aircraft fly. It is the partial pressure of oxygen that is important to humans. Most humans can tolerate elevations of 8 to 10 thousand feet without any problems (unless they have underlying health concerns). So the problem in aircraft cabin pressuration is to keep the partial pressure of oxygen at the 8 or 10 thousand foot level or lower. This is simply solved by keeping the cabin elevation below those levels. In the case of unpressurized cabins, such as Farflung has probably experienced, the only way to keep the partial pressure of oxygen at the appropriate level is to increase the percentage of oxygen. A pressure demand oxygen mask can maintain the proper partial pressure of oxygen up to an altitude of about 40 thousand feet. Above that, the mask's regulator has settings for 41, 43, and 45 thousand feet (if I remember correctly). However, the partial pressure of oxygen cannot be maintained at the appropriate level at those altitudes and the wearer is in a state of "limbo", as it was explained to me. Current FAA regulations require that, depending on the airliner altitude, one or both pilots must have their "quick donning" oxygen masks on their head, or in actual use, depending on the altitude. The flight crew has its own oxygen system. The airline passengers "drop down" masks are a constant flow system from pressurized tanks and which are only good for something like 10 to 15 minutes.

The matchless investigative skills of Bruce Smith and Galen Cook are now on display on CNN. An article was posted less than an hour ago in Cnn's religion blogs page [http://religion.blogs.cnn.com/] by Thom Patterson. You can go to that page and then work your way to the specific article. You can also judge for yourself what these people are doing to Tina. Robert99