04 PilotsEYE.tv - Flight Briefing - LOS...

PEFB - PilotsEYE.tv Electronic Flight Briefing

FRANKFURT LOS ANGELES - FRANKFURT

FRA-LAX-FRA

Wolfgang Phler

[email protected]

Electronic Flight Briefing

Inhaltsverzeichnis FRANKFURT DEPARTURE STATIONEN .................................................................. 3

TECHNISCHE DATEN BOING 747 ........................................................................ 4

WEGPUNKTE UND KOORDINATEN LH456 FRA-LAX AM 11. JANUAR 2011 ........................ 5

GOOGLE EARTH TRACK DATEN FR LH 456 .......................................................... 7

INFO ZUM FLUGPLAN..................................................................................... 7

OFP ......................................................................................................... 8

HHENWINDKARTEN .................................................................................... 11

DE-ICING .................................................................................................. 13

TAXI TO RWY 25R AND TAKE OFF ..................................................................... 13

APC UND SID FRA ........................................................................................ 14

NAT CROSSING ........................................................................................... 16

ACARS UND SELCAL ..................................................................................... 17

WETTERMELDUNGEN BER ACARS .................................................................... 21

IAC UND AGC (KLAX) .................................................................................... 24

ZUSAMMENFASSUNG DES FLUGES LH456 FRANKFURT LOS ANGELES........................... 26

2


Frankfurt Departure Stationen

In den Kapiteln gibt es an verschiedenen Stellen Audiosymbole. Bein Anklicken wird der fr diese Situation entsprechende Original-Flugfunk abgespielt.

A)

Technische Daten Boing 747-400 Flugplan-Koordinaten LH456 Frankfurt / Los Angeles am 11.Januar 2011 Google Earth Track-Daten fr LH 456 (im PilotsEye Downloadbereich ) Info zum Flugplan OFP Hhenwindkarten De-Icing

B)

TAXI

C) APC u

nd SID EDDF

AKE OFF T

3

4


Technische Daten Boing 747

Passagierzahl

t: ut:

16

ungen eite:

nge:

te:

2 0,6 m 9,4 m

Reisegeschwindigkeit

35000 ft ,85 Mach

13 km/h

eichweite ,260 nm / 13,450 km

ax TOW 96,89 to

ax Treibstoff 74,40 to (216.800l)

ratt & Whitney w 4062 (281,57 kN)

RB211-254H2-T (264,67 kN)

ittlerer Treibstoff- erbrauch

Zwischen 10,2 bis 12,8 to/h

3 Klassen Layou2 Klassen Layo

4524

AbmessSpannwFlgelflche: LHhe: Kabinenbrei

64,4 m 524,9 m716,4 m

In

0567kts 9

R

7

M

3

M

1

Fracht

170,5 Kubikmeter

Triebwerke PGeneral Electric Rolls-Royce

PCF6-80C2B5F (276,23 kN)

Mv

5


Wegpunkte und Koordinaten LH456 FRA-LAX m ua

Longi L Altitud

a 11. Jan r 2011

Waypoints tude atitude e ( Feet)EDDF25R Anfang 8,586 50,0448 364EDDF25R Ende 8,53 50,03159 364ESUPI 8,12166667 50,0583333 2000MASIR 7,73833333 50,255 5000BIBOS 7,20833333 50,9483333 7000NAPSI 6,02133333 51,5218333 32000SPY 4,85361111 52,5402778 32000RAVLO 3,14805556 52,9166667 32000OTBED 0,03166667 53,2880556 34000PENIL -3,66333333 53,6161111 32000BAGSO -5,5 53,68 34000REVNU -10,1166 54,46666667 67 34000RESNO -15 55 330005620N -20 56 330005730N -30 57 330005740N -40 57 340005750N -50 57 34000LOACH -57,0155556 55,5163889 34000FOXXE -59,2880556 54,4863889 34000YKL -66,7547222 54,8147222 34000YMO -80,6066666 51,2816667 34000YQT -89,437 48,253612222 11 34000DLH -92,202 46,8017778 9444 38000KP06G -94 46 38000KD78A -100 43 38000KD63U -106 40,5 38000KU54Q -110 39 38000BCE -112,303889 37,6891667 38000BLD -114,863333 35,9955556 38000HEC -116,462778 34,7969444 30200RIIVR -117,456667 34,0283333 15150LUVYN -117,619444 34,015 11800KRAIN -117,691667 34,0066667 10000FUELR -117,691667 33,9866667 7000GAATE -118,091667 33,9666667 5000LIMMA -118,275 33,948 19003333LADLE 18,275278 33,9480556 620-1KLAX25L -118,385 33,9372 98

Route Map Nr.

AT1H

NA3H

NA7H

NA6H

RIIVR STAR IAC ILS 25L

BIBOS 7G SID 25L/R

EU2H

EU3H


6

7


Google Earth Track Daten fr LH 456

TRK_LH456.kml zur Verfgung

Durch uftraum-Umstrukturierung heit die SID heute BIBIT 2F/2G.

uenzen von Shanwick Oceanic.

FP-Abkrzungen sollen noch erklrt werden:

TIME: und Distance-Spalte fr die akkumulierte TIME/DIST vom Start bist zu

che Zeit ber .... (z.B. Wegpunkt) er .... (z.B. Wegpunkt)

Flughhe

gebenden Luft

achzahl stoff

LN: Planned Geplant

n und aktuellen reibstoffverbrauches. Die im aktuellen Flugplan gerechneten Werte zeigen stets eine sichere

bstoffmenge htte gereicht, um den Flug noch fr ca. eine tunde fortsetzen zu knnen (siehe AVGE FF 10185 im Flugplan, d.h. die Triebwerke haben einen

ie auf Seite 3 dargestellten Treibstoffberechnungen sind die von Dispatch gerechneten Werte. nicht eingetragen.

atz (hier KONT/Ontario) INAL RES: Treibstoffmenge gem JAR-OPS: 30 min for Turbine A/C LNTOF: Geplante Treibstoffmenge fr Abflug

Der Google Earth Track fr den Flug LH456 Frankfurt Los Angeles steht im PilotsEye Downloadbereich unter:

Info zum Flugplan Die in der FLIGHT PLAN ROUTE angegebene SID BIBOS 7F/7G existiert heute nicht mehr.LDie unter CLEARANCES aufgelisteten Zahlen sind HF Freq Folgende O

Zeit TTL: TOTAL. Sie steht in der Zeit-

diesem Punkt PTO: Planned Time Overhead ETO: Estimated Time Overhead VoraussichtliATO: Actual Time Over Tatschliche Zeit bTRK: Track Kurs DIST: Distance Entfernung LVL: Level TP: Tropopause T: Temperatur W/V: Wind nach Richtung und Geschwindigkeit TAS: True Air Speed Geschwindigkeit in der umG/S: Ground Speed Geschwindigkeit ber Grund PRC: Geplante 'Cruise Procedure' im Hinblick auf die MREFU: Remaining Fuel Verbleibender TreibPACT: Actual Aktuell Die auf der rechten Seite aufgelisteten Zahlen sind Berechnungen des geplanteTTreibstoffmenge, die im Schnitt ca. 3 to unter dem gerechneten Wert bleibt. Die am Zielflughafen verbleibende TreiSmittleren Verbrauch von 10185 kg/h). DDie aktuellen Werte sind hier Die Abkrzungen bedeuten: Trip: Treibstoff fr die geplante Route ohne Reserven CONT 3%: Contingency Fuel hier 3% vom Trip-Fuel ALTN: Treibstoffmenge zum Alternate FlugplFP


OFP Teil 1

8


OFP Teil 2

9


OFP Teil 3

10


Hhenwindkarten Hhenwindvorhersage

11


Windchart FL340

Windchart FL 380

12


De-Icing Das Clean Aircraft Concept (ISO 11079) ist die weltweite Grundlage fr das Enteisen von Flugzeugen. Erst wenn ein Flugzeug vollstndig von Frost, Eis, Schnee oder Schneematsch befreit ist, darf es starten. Diesen Vorgang nennt man De-Icing Das Aufbringen einer Schutzschicht gegen Neuvereisung wird als Anti-Icing bezeichnet. Der verantwortliche Flugzeugfhrer entscheidet vor dem Flug ber das Enteisen und das zu verwendende Enteisungsmittel. An den Flughfen sind Enteisungspositionen vorgesehen. Aber auch an Gate-Positionen wird enteist. Enteisungsmittel: (Quelle: N*ICE Aircraft Service and Support GmbH) Es gibt vier Flssigkeitstypen, die sich in der Zusammensetzung von Glykol und Wasser, dem Zusatz an Verdickern und damit in ihren Eigenschaften unterscheiden. Das Enteisungsmittel vom Typ I enthlt 80 % Glykol und keine Verdicker, ist also dnnflssig. Es ist daher besonders fr das De-Icing geeignet und bietet nur einen eingeschrnkten Wiedervereisungsschutz. Typ I muss immer mit Wasser gemischt werden. Die Mischung kann je nach Temperatur proportional erfolgen. Die Typen II, III und IV enthalten 50 % Glykol und haften durch den Einsatz von Verdickern besser an der Oberflche des Flugzeugs an. Sie knnen winterliche Niederschlge aufnehmen und verflssigen. Diese Enteisungsmittel bieten hierdurch bessere Vorhaltezeiten (Holdover Times). Die Enteisungsmittel knnen entsprechend der erforderlichen Schutzwirkung in vorgegebenen Mischungen (75 % oder 50 %) verdnnt oder pur verwendet werden. Nach dem Enteisen steht der Flugzeugbesatzung eine gewisse Zeit zur Verfgung, in welcher der Start erfolgen muss, bevor Neuvereisung eintreten kann. Diese Zeit wird als Holdover Time oder HOT bezeichnet. Die HOT richtet sich nach der Auentemperatur(OAT) und der Art und Heftigkeit des Niederschlages, sowie dem verwendeten Enteisungsmittel. Der Besatzung stehen in den entsprechenden Handbchern die HOTs in Tabellenform zur Verfgung.

TAXI to RWY 25R and TAKE OFF Die Taxi Clearance lautete: Taxi via Golf and Alpha, hold short of D-West. Der Rollhalteort D-West fr die RWY 25R ist in der beiliegenden FRA-EDDF APC East Karte kurz vor Einbiegen in die RWY 25R zu sehen. Die Wetteransage zum Start: Light snow Temperature -2 / Dew-Point 4 QNH 1016hPa Die Startfreigabe erfolgte um 10:38 Loc/ 9:38Z Lufthansa 456, Wind 280/5knots,RWY 25R, cleared take off Bei 80kts wird von PF und PNF (PF hier der Captain und PNF hier der F/O) der Cross Check der Geschwindigkeitsanzeige durchgefhrt und angesagt. Bei 140kt erfolgt die Ansage GO das entspricht der V1. Der PF nimmt die Hnde von den Gashebeln. Die Take Off Speed betrgt 162kts mit Flaps 2. Bei 4500ft und 185kts wird das Fahrwerk eingezogen. Die weitere Freigabe lautet: Lufthansa 456 climb and maintain FL70, high speed approved. Hier ist eine Besonderheit zu beachten: Normalerweise ist unter FL100 eine Geschwindigkeitsbegrenzung von 250kts vorgeschrieben.

13


LH456 bekommt bereits unter FL70 die High Speed Clearance (Die Geschwindigkeit betrgt bei DF136 bereits 271kts) Die Abflugroute erfolgte ber die SID BIBOS 7G mit den Wegpunkten: DF 136, ESUPI, MASIR, RAVKI, DITAM, ABAXA nach BIBOS. Bereits kurz hinter WYP EPUSI kommt die Freigabe: direct BIBOS

APC und SID FRA BIBOS_Dep 25R

14


FRA_Apron

15


NAT Crossing Fr die Nordatlantikberquerung sind Flugrouten vorgeschrieben, die sogenannten North Atlantic Tracks. Kontrolliert werden die Atlantic Crossings:

stlich des 30. Breitengrades von Shanwick Oceanic (EGGX) westlich des 30. Breitengrades von Gander Oceanic (CZQX)

Es werden tglich neue North Atlantic Tracks (NATs) herausgegeben, die sich an den aktuellen meteorologischen Verhltnissen orientieren, um den Fluggesellschaften den wirtschaftlichsten Flugweg zu gewhrleisten speziell, um die ber dem Nordatlantik vorherrschenden Winde zu bercksichtigen. Ein NAT beginnt am Entry Point, beinhaltet eine Anzahl an Koordinaten und endet am Gate. Geflogen wird ohne Radarkontakt, nur ber HF oder SATCOM mit den Kontrollzentren verbunden. Eine Einflug-Clearance in die Nordatlantikroute ist vor Erreichen des festgelegten Einflugpunktes (Entry Point) entweder per Sprechfunk oder ber ACARS 30-90min vor Erreichen des NAT TRACK ENTRY POINTS zwingend einzuholen! Sollte innerhalb von 15 min keine Freigabe ber ACARS kommen, ist auf normalen HF Sprechfunk berzugehen! West- bzw. ostwrts sind unterschiedliche Hhen einzuhalten und Position Reports abzugeben. Diese Position Reports mssen mindesten enthalten:

die zuletzt berflogene Koordinate die zugehrige Zeit in UTC die nchste Koordinate mit estimated, also der zu erwartenden berflugzeit die Hhe (FL) die Geschwindigkeit in Mach

LH456 hat laut Flugplan den NAT C beantragt.

LOACH

RESNO

Quelle: Jetvision / Beispiel-Tracks vom 19.06.2011

16


Entry ber RESNO auf N55 W015 Gate ber LOACH auf N55 31 W57 01.0 Die grnen Track-Linien sind westbound, also von Europa nach USA Die blauen Track-Linien sind eastbound, also von USA nach Europa. LH456 erhielt um 10.27Z von Shanwick Oceanic die NAT C Clearance ber ACARS:

Streckenfreigabe zur Atlantikberquerung ber Entry RESNO Koordinaten des einzuhaltenden NAT C Tracks From RESNO/11:45 maintain FL330, Mach 0,84 Zeitangabe zum berfliegen von RESNO (um oder nach 11:35)

ACARS und SELCAL ACARS ist die englische Abkrzung fr: Aircraft Communications Addressing and Reporting System Es handelt sich hierbei um ein digitales Datenfunksystem fr die Luftfahrt. In vielen Bereichen werden die oft berlasteten Sprechfunkverbindungen durch den Datenfunk ersetzt. Das System wurde ursprnglich zur Kommunikation der Fluglinien mit ihren Flugzeugen entwickelt. Heute ist ACARS ein wichtiger Kommunikationszweig auch fr die Flugsicherung. Wettermeldungen, Flugplne, Streckenfreigaben knnen mittels ACARS abgewickelt werden. Ein weltweites System an Bodenstationen steht zur Verfgung um die Verbindung mit den Flugzeugen zu gewhrleisten sowie die Routings zu und von den Flugzeugen an die Airlines, die Flugsicherung oder die Wetterstationen sicherzustellen. Die bordseitige Ausgabe der empfangenen ACARS Nachrichten geschieht ber eine Display Unit (MCDU) oder einen Drucker. Die vom Flugzeug zu sendenden Nachrichten werden ber die MCDU (Multifunction Control and Display Unit) geschrieben und ber die bordeigenen Sendeanlagen verschickt. Es stehen prinzipiell drei verschiedene bertragungswege zur Verfgung:

VHF (etwa 129 132MHz) HF (etwa 3 - 22MHz) SATCOM (1626.5-1645.5MHz [transmit], 1530.0-1545.0Mhz [receive])

Die am hufigsten verwendete bertragungsart geht ber VHF. Hier werden alle Verbindungen abgewickelt, die innerhalb der VHF Reichweite liegen (High altitude ca. 200nm). ber See oder Gebieten ohne VHF Bodenstationen wird hauptschlich ber HF kommuniziert. Hier ist eine weltweite Kommunikation mglich. Allerdings ist die bertragungsqualitt schlechter als bei VHF. Weltweite aber aufwndigste (und teuerste) bertragungsart geht ber SATCOM, eine Satellitenverbindung ber die geostationren INMARSAT Satelliten.

17


SELCAL ist englische Abkrzung fr: selective-calling Dies ist ein selektives Rufsystem, welches es einer Bodenstation ermglicht, direkt, also selektiv, mit einem bestimmten Flugzeug in Funkkontakt zu treten. Hierzu wird ein kodiertes Mehrton-Audiosignal an den Bordempfnger des LFZ gesendet. Der bordeigene Decoder ermittelt, ob die empfangene Tonfolge, also das SELCAL Signal mit dem eigenen hinterlegten SELCAL Code bereinstimmt. Ist dies der Fall, wird ein Signal erzeugt, welches die Besatzung ber die eingehende Meldung informiert. Dieses Verfahren hat besonders im HF-Funkbereich seine Bedeutung. Die HF-Frequenzen sind oft mit starken strenden Geruschen berlagert, die die Rauschsperre des Empfngers ffnen und somit ber lange Zeit die Besatzung mit entnervendem Gerusch stren. Bei Verwendung von SELCAL kann die Lautstrke auf Null geregelt werden und ankommende, fr das eigene Flugzeug bestimmte Meldungen werden erkannt. Die SELCAL Kennung ist an die Tail-Nummer des LFZ gekoppelt. (Leider ist sie nicht ausschlielich, d.h. eine SELCAL Kennung kann auf mehrere Flugzeuge zutreffen, da SELCAL technisch nur 10,920 Codierungen kann.) SELCAL fr D-ABTK DM-BR Verwendete Tonfolge: DM - BR

426,6Hz 977,2Hz 346,7Hz 1333,5Hz Innerhalb eines SELCAL Codes mssen die Buchstaben in alphabetischer Reihenfolge stehen Es drfen innerhalb eines Codes keine gleichen Buchstaben verwendet werden. Was kommt nach ACARS?? ACARS ist von seiner Natur her eigentlich ein simples Telexverfahren, welches nur kurze Mitteilungen erlaubt. Bereits seit lngerer Zeit arbeiten Luftfahrtgremien und Forschungseinrichtungen an zukunftsorientierten neuen Techniken der digitalen Kommunikation fr die Verbindung zwischen Flugzeug und Boden unter Einbeziehung des Internets. Unter Fhrung des DLR (Deutsches Luft und Raumfahrtzentrum) wurde bereits 2009 ein System mit der Bezeichnung NEWSKY erprobt.

18


Hier eine Systembeschreibung des DLR:

19


Da es jedoch schwierig ist, schnellfliegende Flugzeuge in jeder Position mit Richtfunk zu erfassen und ber eine bestimmte Zeit den Kontakt aufrecht zu erhalten wurde ein neues Forschungsprojekt gestartet, mit dem Titel:

Hier sagt der Name schon worum es geht: Ein Luftfahrtnetzwerk das nahtlosen Kontakt zu Flugzeugen gewhrleistet unter Einbeziehung von Datenfunkverbindungen und Antennen.

Beim DLR ist hierzu eine A320 ATRA (Advanced Technology Research Aircraft) mit allen erforderlichen Sende/Empfangsanlagen und Antennen ausgerstet worden um einen entsprechenden Forschungsbetrieb zu ermglichen.

Und so knnte es aussehen: L-Band (ca. 1-2GHz) und/oder KU-Band (10,7 17,5GHz) Satellitenverbindungen stellen ber Richtfunkantennen vom Boden die Verbindung zum Flugzeug her. Bordseitige Antennenlagen, die steuerbar sind und auf der Oberseite der Flugzeuge unter einem Radom sitzen, werden dem Satelliten nachgefhrt und stellen damit eine nahtlose Verbindung her. Diese Duplexverbindungen stellen einen optimalen Datenlink her, da durch die hohe Bandbreite groe Datenmengen transportiert werden knnen. Auch eine Variante, die die bestehenden GSM Frequenzen nutzt ist im Gesprch. Viel wird davon abhngen wie die ITU (Internationale Fernmelde Union) die neue Frequenzzuteilung bei ihrer Konferenz 2012 gestaltet. Die bodenseitige Infrastruktur benutzt das bestehende Internet.

20


Wettermeldungen ber ACARS Whrend des Fluges ber den amerikanischen Kontinent hat LH 456 mehrere Wettermeldungen von Flughfen in der berflugregion erhalten. Hier einige Beispiele:

Chicago 15:18Z (bersetzung der Meldung siehe Seite 23) Montreal

21


Los Angeles 16:27Z Ontario Las Vegas

Chicago TAF

22


bersetzung der Wettermeldung von Chicago: .D-ABTK -----DLH456 11JAN10 1518Z(Zulu) WEATHER (Wetter) KORD (Chicago) SA 111431 32014KT 10SM FEW BKN25 11 14:31 (Wind aus 320mit14Kt, Sicht 10nm Bewlkung 1/8...2/8 Broken 5/8...7/8 in 2500ft) M09/M13 A3011 (Temp:-9/Taupunkt-13 Luftdruck 3011inHg) FC NOT AVBL (Vorhersage nicht verfgbar) FT 111451 1114/1218 32011KT P6SM SCT025 (Long time forecast) 11. 14:51 Wind 320/11Kts Sicht>6nm Wolken 3/8...4/8 in 2500ft BKN200 Wolken 5/8..7/8 in FL200 FM111800 33012G20KT P6SM OVC 015 (From 11.von 18:00 bis 00:00 Wind 33012Kts Ben mit 20Kts Sicht>6nm (8/8 in 1500ft) FM120300 36010KT P6SM VCSH (From 12. 03:00 bis 00:00 Wind 360/10Kts Sicht>6nm Schauer in der Umgebung SCT025 BKN035 Wolken 3/8...4/8 in 2500ft Wolken 5/8..7/8 in 3500ft FM120700 34007Kt P6SM SCT035 (From 12. 07:00 bis 00:00 Wind 340/7Kts Sicht> 6nm Wolken 3/8...4/8 in 3500ft) FM121600 28006KT P6SM SCT250 (From 12.16:00 bis 00:00 Wind 280/6Kts Sicht> 6nm Wolken 3/8...4/8 in 25000ft)

23


IAC (KLAX)

24


AGC (KLAX)

25


26

Zusammenfassung des Fluges LH456 Frankfurt Los Angeles Frankfurt EDDF (ICAO) Los Angeles KLAX (ICAO) FRA (IATA) LAX (IATA) --------------------------------------------------------------------------------------------------------------------------- Flugzeug: Boeing 747-400 Kennung: D-ABTK SELCAL: DM-BR Flugnummer: LH456 --------------------------------------------------------------------------------------------------------------------------- Flugzeit: 10h 12min Entfernung: 5223nmi (9376km) Treibstoff: 116,8to (147.000l) Gewicht: TOW=348,2to Enteisung: am Gate Abflug Gate A23 mit 303 Passagieren Block-Zeit: 9:25Z TO - Zeit: 9:38Z SID: BIBOS7G 1.TOC: FL320 um 9:56Z Freigabe: VAT-C Clearance via ACRAS NAT Crossing: Entry via RESNO FL330 at 11:15Z Exit(Gate) at LOACH FL340 at 14:16Z NAT Crossing: Time:3h TOD: um19:37Z von FL380 Ankunft: via HEC VOR STAR: via RIIVR Landung: 20:03Z Landebahn: 25L Verbrauchter Treibstoff: 107to Verbleibender-Treibstoff: 9,8to Ankunfts-Gate: 104

Titel LH456 FRA-LAX am 11.01.2011 7f00ffff 4 7f00ff00 Beschreibung #yellowLineGreenPoly 1 1 absolute 8.583001500,50.04432500,1078.552041000,50.03668300,1078.534748000,50.03230900,5008.493802000,50.03392500,800 7.108333333,50.96666667,10004.853611111,50.54027778,97003.746388889,52.76055556,97003.148055556,52.91666667,97002.953333333,52.94277778,97002.619444444,52.98583333,97002.500000000,53.00111111,97002.094444444,53.05194444,97000.590833333,53.22777778,97000.031666667,53.28805556,9700-1.035555556,53.39500000,9700-1.279722222,53.41805556,9700-1.536944444,53.44166667,10300-1.812500000,53.46666667,10300-2.172222222,53.49777778,10300-3.663333333,53.61611111,10300-3.945277778,53.62722222,10300-4.451944444,53.64694444,10300-4.839444444,53.66027778,10300-5.500000000,53.68000000,10300-10.11666667,54.46666667,10061-15.00000000,55.00000000,10061-20.00000000,56.00000000,10600-30.00000000,57.00000000,10600-40.00000000,57.00000000,10600-50.00000000,57.00000000,10600-57.01555556,55.51638889,10300-59.28805556,54.48638889,10300-66.75472222,54.81472222,10300-69.03895500,54.33138100,10300-74.40038200,52.96496200,10300-77.28991430,51.96548900,10300-79.70089000,51.34671500,10300-83.76161800,50.27873300,10300-89.43722222,48.25361111,10300-92.20277778,46.80194444,10300-94.00000000,46.00000000,10970-100.0000000,43.00000000,10970-106.0000000,40.50000000,11585-110.0000000,39.00000000,11585-112.3038889,37.68916667,11585-114.8633333,35.99555556,11585-116.4627778,34.63027778,9461-117.6058333,34.01416667,7622-117.6916667,34.00583333,6098-118.0916667,33.96666667,4573-118.2752778,33.94805556,2439-118.3525000,33.94027778,800-118.38385150,33.9371010,30-118.41221000,33.9343510,30

Tracks_LAX-LH456_457 ff0000ff 0.8 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 ff0000ff 0 normal #multiTrack_n highlight #multiTrack_h0 ff0000ff 0.8 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 ff0000ff 0 ff00ff00 0.8 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff00ff00 3 ff00ff00 0 ff0000ff 0.5 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 0 ff0000ff 0.933333 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 ff0000ff 0 normal #sn_shaded_dot3 highlight #sh_shaded_dot0 ff0000ff 0.6 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 0 ff0000ff 0.6 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 0 normal #sn_shaded_dot20 highlight #sh_shaded_dot10 ff0000ff http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 330000ff 3 0 normal #sn_shaded_dot2 highlight #sh_shaded_dot1 normal #multiTrack_n0 highlight #multiTrack_h01 ff0000ff 0.933333 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 ff0000ff 0 ff0000ff 0.5 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff 3 0 normal #sn_shaded_dot highlight #sh_shaded_dot ff0000ff 0.933333 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff ff0000ff 0 ff0000ff 1.2 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 330000ff 3 0 normal #multiTrack_n102 highlight #multiTrack_h12 ff00ff00 0.933333 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff00ff00 3 ff00ff00 0 ff0000ff 0.8 http://maps.google.com/mapfiles/kml/shapes/shaded_dot.png 0 ff0000ff ff0000ff 0 Tracks_HINFLUG 1 2010-01-13T23:02:59Z 2010-01-14T09:45:30Z -13.17752062623381 44.57578034901537 9535679.881616699 -7.782388524229142 0 0 relativeToGround relativeToSeaFloor LH_456_FRA_LAX_2010_01_11 2010-01-11T08:17:52Z

-98.0829924141028 47.03418832153265 0 -23.82624012500719 23.97578416872801 6124346.562469551 relativeToGround relativeToSeaFloor #msn_shaded_dot 1 absolute 2010-01-11T08:17:52Z 2010-01-11T08:43:29Z 2010-01-11T08:54:40Z 2010-01-11T08:56:55Z 2010-01-11T08:57:27Z 2010-01-11T08:59:10Z 2010-01-11T09:00:07Z 2010-01-11T09:07:10Z 2010-01-11T09:25:48Z 2010-01-11T09:27:12Z 2010-01-11T09:28:40Z 2010-01-11T09:28:51Z 2010-01-11T09:29:03Z 2010-01-11T09:29:14Z 2010-01-11T09:29:28Z 2010-01-11T09:29:45Z 2010-01-11T09:29:59Z 2010-01-11T09:30:19Z 2010-01-11T09:30:40Z 2010-01-11T09:30:59Z 2010-01-11T09:31:19Z 2010-01-11T09:31:35Z 2010-01-11T09:31:56Z 2010-01-11T09:32:15Z 2010-01-11T09:32:32Z 2010-01-11T09:34:06Z 2010-01-11T09:34:18Z 2010-01-11T09:34:27Z 2010-01-11T09:34:38Z 2010-01-11T09:36:48Z 2010-01-11T09:37:00Z 2010-01-11T09:37:11Z 2010-01-11T09:37:35Z 2010-01-11T09:37:54Z 2010-01-11T09:37:58Z 2010-01-11T09:38:02Z 2010-01-11T09:38:06Z 2010-01-11T09:38:11Z 2010-01-11T09:38:16Z 2010-01-11T09:38:21Z 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04 PilotsEYE.tv - Flight Briefing - LOS...

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