From a [very early] post by R99:

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Remember that if the airliner was bypassing Portland on the west side, as suggested by some of the maps and book narratives, it would basically fly over the Columbia River for several miles and would not be further west than the west side of the river as it passed Tina Bar.

What maps? what narratives? Are the ARINC printouts the only evidence for the western route?

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The direct route from the Malay Intersection to the Canby Intersection passes almost directly (within a few hundred feet) overhead of Tina Bar.  The distance from the Malay Intersection to the Canby Intersection is 67.0 nautical miles.

According to a note in the "FBI files" that are online and a copy of the ARINC teletypewriter print outs, the airliner reported at 8:22 PM PST that it was 23 DME miles south of the Portland (now Battleground) VORTAC.  However, an individual from NWA gives the time of arrival of that voice message as 8:18 PM PST in Seattle which was phone-patched into the ARINC radio communications.

On the direct route from the Malay to Canby Intersections, this corresponds to a point that is 19 nautical miles south of Tina Bar.  If the airliner had a ground speed of exactly 3.0 nautical miles per minute, this would put the airliner 6:20 (minutes:seconds) south of Tina Bar.  This means that the airliner passed overhead of Tina bar at about 8:11:40 PM PST.

On the "FBI Map" that Shutter has been using, there are several red cross marks near the Canby Intersection that can be aligned to show that they are on a straight line between the Malay and Canby Intersections.  These lines were apparently drawn by the FAA controller as he vectored the chase aircraft to the airliner.

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From a [very early] post by R99:

Quote

Remember that if the airliner was bypassing Portland on the west side, as suggested by some of the maps and book narratives, it would basically fly over the Columbia River for several miles and would not be further west than the west side of the river as it passed Tina Bar.

Both Himmelsbach's and Tosaw's books state that the chase aircraft in the Portland area were vectored to the airliner on the west and southwest side of Portland.  Also, Himmelsbach's chase helicopter stayed on the west and southwest side of Portland.

And who with what information, sent them there?

The Seattle ATC Controller who was working the aircraft on the radios and watching them on his radar set.

If the airliner took off from SEATAC at exactly 7:36:30 PM and arrived at the Malay Intersection at exactly 7:59:00 PM, it would have covered a distance of 64.0 nautical miles in exactly 22:30 minutes:seconds at an average ground speed of 2.84 miles per minute (about 171 knots).  That is despite having about a 20 knot headwind component.

The airliner reported that it was leveling at 10,000 feet at 7:53:54 PM but did not give its location at that time.  That is 17:24 minutes:seconds after takeoff and 5:06 minutes:seconds before arriving at the Malay Intersection.  After leveling off, the airliner's ground speed would have been about 3 nautical miles per minute and from that, it can be estimated that the airliner was about 15 nautical miles north of the Malay Intersecton when it reached 10,000 feet.

I'm going to run a series of tests today in the problem area. the area in question is after passing Battleground. it's mapped like the plane stopped, put it's blinker on, and then turned. 

I've said in the past it's almost like they were trying to shake Cooper up with all the twisty turns going on. I don't see a valid reason for such moves? why not fly straight down like the rest of the map...

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I'm going to run a series of tests today in the problem area. the area in question is after passing Battleground. it's mapped like the plane stopped, put it's blinker on, and then turned. 

I've said in the past it's almost like they were trying to shake Cooper up with all the twisty turns going on. I don't see a valid reason for such moves? why not fly straight down like the rest of the map...

To determine the actual flight path using radar plots and times, the Seattle ATC people would be the only ones with the necessary information.  Both the radar and radio tapes were automatically recorded by the Seattle ATC and that information was available to the FBI even if they didn't get or ask for all of it.

But it is highly unlikely that the flight paths shown on the various maps are of the hijacked airliner.

For some reason they fail to indicate anything about ATC involvement in making the path in the document below?

It appears they relied more on the military to tell them where the plane was. Carr stated he couldn't find any records, tapes of any kind, and also stated that he wasn't sure they ever had any of this info. once again, we are left with bits and pieces of what really occurred in making these assumptions of where he jumped, and where the plane was?

It appears that the map is the only surviving piece of evidence to go by. the flight data is missing, as well as any tapes, or records of how the map was constructed. I have a feeling that most of this is buried somewhere, similar to the handling of the Alcatraz escape.