We’ve performed almost fifty studies since 2006, the year that KDC was founded. About one third of all those studies made it to implementation. We say this with excitement, because believe us, this is a great success rate in Air Traffic Management (ATM) innovation. And even better … our current portfolio indicates that some of the most exciting results are to be expected in the next two years!
Here are the five most eye-catching studies that made it to implementation:
1. Go-Around Detection (GARDS)
How can we help controllers to detect that an aircraft is aborting its landing? This unique innovation was developed and implemented in less than three years! GARDS shows how fast system innovation can go, when everyone can play his or her part!
2. Forecasting Low Visibility at Schiphol Airport
How can we develop a more reliable and accurate low visibility forecast? In 2006, KDC and KNMI initiated a study to answer this question. The project focussed on improvements that could be developed and implemented quickly. With success. Less than two years later, in 2008, the new forecasting system was implemented at KNMI.
3. Downlink of Cockpit Information
How can we make controllers aware of the actions taken in the cockpit? KDC provided very significant support to answer this question, and to implement the solution! KDC evaluated data quality of aircraft derived data facilitated the selection of useful parameters. Also, KDC supported the development of procedures . In 2012, “Downlink of Airborne Parameters” was implemented at Amsterdam Radar and just a year later at Schiphol Approach!
4. CROS Pilot 3B: Fixed Radius Turn
How can we reduce aircraft noise in Hoofddorp and Nieuw-Vennep? KDC partner KLM decided to exploit FMS capabilities of their new 737 aircraft to reduce noise. This KLM initiative led to a pilot project supported by KDC. KDC provided environmental effect analyses to support decision making processes following the trial. Based on KDC data, Fixed Radius Turn procedures were implemented in 2008 on one of the runway 24 departure routes.
5. TP Meteoserver
Can we use aircraft as weather stations? We can, it turned out! KNMI, Boeing and KDC developed improved meteomodels to support aircraft trajectory calculation. Existing KNMI weather models were updated by downlinking data from aircraft, using aircraft as weather stations. This development had an important spin-off: improving airline efficiency. Boeing filed a patent and developed Wind Updates as part of its InFlight Optimization Services.
By 2010, the TP Meteoserver development was completed and included in LVNL’s arrival management development.