Publications
Evaluation of the LVNL 2022 Safety Measures in Converging Runway Operations at Schiphol Airport
This research evaluates the effectiveness of the 2022 safety measures at Amsterdam Schiphol Airport for dependent converging runway operations under good visibility conditions. The measures include enhanced training for Runway Controllers (RCs) and a 10-second guideline for pilots after take-off clearance. The study found that these measures improved controller awareness and decision-making, leading to safer aircraft positioning. However, pilot compliance with the 10-second rule remains inconsistent. The number of incidents has not decreased, but RC interventions have become more proactive. Continuous collaboration between Air Traffic Control (ATC) and flight crews is essential for effective risk management.
Quality Analysis of Global Navigation Satellite System Signals in the Netherlands using Aircraft Derived Data
The integrity of GNSS signals is vital for aviation safety and efficiency. This thesis examines GNSS signal quality in Dutch airspace using ADS-B data from January to May 2025, focusing on Navigation Integrity Category (NIC) and Navigation Accuracy Category for Position (NACp). The study found that while most ADS-B transmissions meet regulatory standards, a small percentage fall below acceptable thresholds. General aviation and operators from Asia contribute disproportionately to poor NIC values. The findings highlight the need for continuous GNSS signal monitoring and suggest using ADS-B data for early warning of signal interference. Future recommendations include developing real-time dashboards to detect emerging threats.
Automation Support in ATM Service Provision
The European ATM Master Plan suggests that improving air traffic management (ATM) operations could reduce CO₂ emissions by up to 6%. LVNL is transitioning to a new trajectory-based operations system (iCAS) and shifting from radiotelephony (RT) to Controller Pilot Data Link Communications (CPDLC). These changes aim to enhance automation, support air traffic controllers, and reduce their workload.
Additionally, the research used operational observations, semi-structured interviews, and voice data analysis to compare ATCo task demands at LVNL and MUAC. Fifteen interviews with experts and ATCos provided insights into system design, operational impact, and human factors. RT recordings were analyzed to assess the task load during the transfer process.
Atypical Approaches
The number of flights deviating from designed approach procedures at Amsterdam Schiphol airport is unknown, as is the relationship between these deviations and go-around occurrences. This thesis aims to quantify these deviations, known as atypical approaches, and determine if they are more common during go-arounds. Atypical approaches are identified by analyzing the energy trajectory of aircraft, which combines kinetic and potential energy into specific total energy. The study focuses on the approach phase between the Final Approach Fix (FAF) and the 3 nm stabilization point for runways 18C and 18R. Nominal approaches are expected to show a linear decrease in altitude and speed, resulting in a linear loss of specific total energy. Atypical approaches are identified by higher total specific energy losses than the nominal threshold of 20 knots per nm.
Wind Field Nowcasting and Forecasting Applying Diffusion Probabilistic Models with Aircraft-Derived Data
Wind nowcasting and forecasting are crucial for aviation and Air Traffic Management (ATM). This study explores the use of a Denoising Diffusion Probabilistic Model (DDPM) for nowcasting and forecasting wind fields using aircraft-derived meteorological data. The DDPM, with a U-Net backbone, outperformed previous models like the Meteo-Particle (MP) model and Physically Inspired Neural Network (PINN) approach, showing a 29% improvement in magnitude error and a 62% reduction in directional error. The nowcasting model achieved a magnitude error of 2.03 m/s and a directional error of 4.2°. Despite these successes, forecasting was more challenging, with no significant results. The study used ECMWF CERRA reanalysis data for training and evaluated the model with simulated and real aircraft-derived data. High computational demands and challenges in uncertainty quantification and severe weather conditions limited the model’s effectiveness.
Developing Machine Learning Algorithms to forecast Visibility Categories at Amsterdam Airport Schiphol
Accurate weather forecasts are essential for reducing airport delays, especially under low-visibility conditions, which can decrease airport capacity by up to 67%. Current Numerical Weather Models often fail to predict low-visibility accurately. This study evaluates two machine learning algorithms for visibility forecasting: a deterministic Random Forest Classifier and a probabilistic Temporal Fusion Transformer. The Random Forest Classifier performed well for short-term forecasts but struggled with intermediate classes over longer periods. The Temporal Fusion Transformer, enhanced with a custom Focal Loss function, showed promise in forecasting low horizontal visibility, highlighting its potential for short-term, categorical visibility forecasts.
Evaluation of the Impact of Large Scale Taxiway Maintenance on the Task Load of Ground Controllers
This research investigates the impact of taxiway maintenance on the task load of ground controllers at airports, focusing on Schiphol Airport. Using a simulator calibrated with real data, the study compares task loads under normal and maintenance scenarios. It finds that taxiway maintenance significantly increases task load due to conflicting traffic flows, but these effects are localized and do not affect other areas or controllers not responsible for the specific area.
Prediction of Traffic Take-Off Times at Out-stations
This study aims to improve the prediction of Actual Take-Off Times (ATOT) for flights arriving at Amsterdam Schiphol Airport from European locations using machine learning techniques. Specifically, it employs a Long Short-Term Memory (LSTM) neural network with a Multihead Attention mechanism to capture complex temporal dependencies and operational factors. Utilizing data from Electronic Flight Data (EFD) messages, weather reports, and a EUROCONTROL dataset, the model significantly outperforms traditional methods and the current Decision Support Tool (DST) used by LVNL, achieving a Mean Absolute Error (MAE) of 12.05 minutes at a 4-hour forecast horizon. The findings highlight the importance of advanced machine learning models in enhancing demand forecasting, leading to more efficient air traffic management and reduced delays at Schiphol Airport.
Effects of Increased Trajectory Predictability by ATS Datalink on ATM Operations in Lower Airspace
This paper examines the impact of Automatic Dependent Surveillance – Contract (ADS-C) on air traffic control (ATC) procedures, particularly in lower airspace. Through 64 simulations, the study assesses how airspace density, separation buffer size, and vertical error in ADS-C data affect operational metrics like fuel burn, track miles, and flight time. Results show that smaller separation buffers significantly reduce fuel burn, track miles, and flight time but increase conflict risks. Higher airspace densities offer the greatest fuel savings but also more conflicts, indicating a trade-off between efficiency and safety. ADS-C enhances predictability and trajectory management, crucial for Trajectory-Based Operations (TBO), but balancing separation buffers and airspace density is vital for maintaining safety.
Machine Learning Based Trajectory Prediction to Support Demand Forecasting
The process of balancing air traffic sector demand and capacity is crucial for safe and efficient flight operations. Current methods rely on schedules and flight plans, but disruptions can lead to inaccurate demand forecasts, causing inefficiencies. This research explores machine learning-based trajectory prediction to improve demand forecasting. Using the Trajectory Based Operations (TBO) concept, a transformer neural network was developed to predict aircraft trajectories using data from Eurocontrol and OpenSky ADS-B. This model outperformed traditional flight plans and other neural networks, offering small gains in demand prediction that could enhance stability.
A Neural Network Approach in Optimising Airport Strategy with Trajectory Prediction
The Covid-19 pandemic caused a historic decline in European air traffic, dropping from 11.1 million flights in 2019 to 5.0 million in 2020. EUROCONTROL forecasts a recovery to 2019 levels by the end of 2023 and an increase to 16.0 million flights by 2050. To manage this growth, improvements in air traffic management (ATM) efficiency and operating systems are necessary. A Decision Support Tool (DST) has been developed to aid air traffic controllers by predicting aircraft trajectories, which can be short-term (real-time data) or long-term (historical data). However, deviations from the filed flight plan (FPL) due to various factors can reduce the DST’s effectiveness.
Evaluation and Assessment of the Performance of the KNMI Schiphol Kansverwachting (SKV) for Mainport Schiphol with Respect to Wind direction, Wind speed and Wind gusts
This research internship report evaluates the performance of the KNMI Schiphol Kansverwachting (SKV) in predicting wind direction, average wind speed, and wind gusts, which are crucial for aviation. Accurate SKV forecasts are vital for capacity and Air Traffic Management (ATM) at Schiphol Airport. The study aims to find solutions to minimize delays and reduce air traffic controllers’ workload by improving forecast accuracy. The report highlights the importance of precise weather forecasts for safe and efficient flight operations, following ICAO and WMO regulations.
Investigating the Effect on ATFM Delays of Changing the T-DPI-s Horizon for Regulated Flights
As aviation returns to pre-pandemic levels, Air Traffic Flow Management (ATFM) delays, costing around 500 million euros annually in the European Civil Aviation Conference area, also resurface. This paper suggests modifying the interaction between Schiphol’s A-CDM process and EUROCONTROL’s Network Manager to enhance transparency by altering when the slot improvement process for regulated flights is stopped. The study models these systems and freezes slots at a set time using historical data to simulate the turnaround process. While the results are inconclusive and require more data and further implementation, the paper provides valuable insights and a new framework for ongoing research.
Investigating the effect on departure capacity of changing Target Off-Block Time uncertainty
Schiphol Airport, with 500,000 flights per year, is one of Europe’s busiest airports, making efficient runway use crucial. This paper examines the new Departure Manager (DMAN) at Schiphol, designed to improve outbound capacity utilization and predictability. The study investigates whether earlier Target Off-Block Time (TOBT) updates positively impact capacity, predictability, and delay reduction. Using historical data, an experimental model simulates the DMAN, applying priority rules to assign flights to runway slots. While the simulation didn’t show significant results across all cases, runways, and months due to data size, a positive trend indicates that earlier TOBT updates enhance runway scheduling. Late TOBT updates cause a snowball effect, worsening planning delays.
Effects of Flexible Use of Airspace Availability and Plannability on Fuel Efficiency
The growth of civil air traffic and advanced systems in the Royal Netherlands Air Force are increasing airspace demands, making it a scarce resource. To optimize usage, the Amsterdam Flight Information Region uses Flexible Use of Airspace (FUA), which treats airspace as a continuum for temporary allocation based on user needs. This is central to the Dutch Airspace Redesign Programme, focusing on reorganizing FUA structures and planning policies.
The study analyzes FUA availability and planning on civil commercial traffic fuel efficiency using historical data from March 2019. Three experiments were conducted:
- Experiment 1: Assessed route efficiency loss due to FUA sectors.
- Experiment 2: Evaluated the impact of surplus fuel due to insufficient airspace planning.
- Experiment 3: Combined benefits from the first two experiments to determine fuel savings from new planning concepts.
Simulations showed that making the Alpha and Delta sectors fully available could reduce yearly fuel consumption by 70,198 and 100,022 tonnes, respectively. New planning policies alone could save 8,908 and 13,301 tonnes of fuel, corresponding to significant CO2 reductions. Not carrying surplus fuel could save an additional 270 and 394 tonnes.
Improving the Schiphol Wind Forecast
The operations at Schiphol Airport are significantly influenced by weather conditions, particularly wind speed and direction, which determine runway usage. Key meteorological factors affecting runway capacity include visibility, cloud ceiling, wind, and severe weather. Accurate forecasting of these variables is crucial for efficient planning. Overly negative forecasts can lead to underutilized capacity and lost revenue, while overly positive forecasts can cause congestion and delays. This report focuses on evaluating the accuracy of wind speed forecasts.
Assessment of the Low Visibility Predictions At Schiphol Airport
This research evaluates the performance of three models (HIRLAM, HARMONIE, ECMWF) used to forecast Low Visibility Procedures (LVP) at Schiphol Airport. HIRLAM performs better due to its larger training dataset, while ECMWF excels in severe LVP phases and long-range forecasts. However, ECMWF’s higher standard error suggests further study is needed. The study also highlights the impact of surface characteristics on fog occurrence and the role of temperature inaccuracies in forecast errors.
Aircraft Noise Model Improvement by Calibration of Noise-Power-Distance Values using Acoustic Measurements
This research addresses the challenge of aircraft noise and its impact on communities near airports. It aims to improve the accuracy of aircraft noise models, specifically the Doc.29 model, by validating and calibrating input parameters using acoustic measurements. The study focuses on take-off measurements of the B737-800 at Schiphol airport. By estimating engine thrust using N1 rotational speed and validating it with Aircraft Condition and Monitoring System (ACMS) data, the research identifies errors in the Noise-Power-Distance (NPD) tables. Adjusting these tables based on measurements reduces the mean error and standard deviation significantly. The study also creates new NPD tables based on standardized measurements, further reducing variation between noise measurements and model results. These methods enhance noise modelling practices and provide insights into NPD value creation and validation.
Effect of Trajectory Prediction Uncertainty on a Probabilistic De-bunching Concept for Inbound Air Traffic
This research focuses on improving the efficiency of inbound air traffic in Western Europe’s complex and near-capacity airspace. It introduces a probabilistic debunching concept for the Initial Approach Fix (IAF) using Probability Density Functions to predict arrival times. A debuncher, created with a Constrained Genetic Algorithm, reduces the probability of aircraft bunching by imposing en-route delays. The study finds that while the debunching method can decrease Arrival Manager (AMAN) delays, this benefit is inconsistent when predictions are made more than 40 minutes before arrival due to high uncertainty. The effectiveness of the debuncher improves as trajectory prediction accuracy increases, leading to better arrival efficiency.
Design, Evaluation and Acceptance of a Visual Support Tool for Air Traffic Control
This paper presents a tool designed to enhance Air Traffic Control’s strategic approach by improving adherence to the Expected Approach Time (EAT) during the final approach phase. The tool provides Area Control with insights into the current situation and the impact of turn-to-IAF commands on EAT adherence. It features a countdown timer (Delta-T) and a visual representation of possible turn-to-IAF locations, along with a declutter feature. In a proof-of-concept experiment, ten professional area controllers reported a 37% improvement in EAT adherence, reduced workload, and a more predictable control strategy. All participants supported the implementation of the tool elements in their systems.
IAF Assignment Optimization for Amsterdam Airport Schiphol
This research addresses the balance between noise disturbance for residents near busy airports and the emissions aircraft produce by flying certain routes. It focuses on the transition routes from the Initial Approach Fix (IAF) to the runway, which often cross heavily populated areas at low altitudes, causing significant noise disturbance. Flying around these areas increases flight time, impacting the environment and operational costs for airlines. The goal is to create a method that optimally distributes aircraft over the IAF, balancing noise disturbance and CO2 emissions. The case study is Amsterdam Airport Schiphol, chosen for its high passenger traffic and proximity to densely populated areas.
Assessment of Inbound Air Traffic Flow Management Delay and Total Arrival Delay for Amsterdam Airport Schiphol
Amsterdam Airport Schiphol (AAS) has experienced the highest Airport Air Traffic Flow Management (ATFM) delays in Europe recently. EUROCONTROL delays inbound flights to AAS due to weather and aerodrome capacity issues. This study uses a Bayesian Network (BN) to analyze AAS data and understand the operational conditions causing ATFM Aerodrome Capacity delays. The BN model, enhanced through Structure Learning (SL), reveals that these delays often occur during the first inbound peak of the day when scheduled capacity usage is between 75% and 100%, but actual usage exceeds 100%. Despite these delays, the chance of arriving significantly late is low. Discrepancies in landing slot planning and actual traffic, along with unknown schedule buffers applied by airlines, suggest that better information sharing among operators is needed for safe and efficient operations.
Off-Idle Continuous Descent Operations at Schiphol Airport
The aviation industry is expected to grow at a 4.1% CAGR from 2015 to 2045, but there’s pressure to reduce noise and emissions. Continuous Descent Approaches (CDAs) help by reducing thrust, though ideal CDAs require more separation, lowering capacity. Fixed Flight Path Angle (FPA) approaches balance noise reduction and capacity.
This thesis designs fixed-route fixed FPA approaches for Schiphol TMA, aiming to balance environmental benefits with capacity. The study includes background information, a literature review, research objectives, experiment setup, results, discussion, and recommendations.
Coordinated Arrival and Departure Management for Dependent Runway Operations
Many airports face capacity issues with arrival and departure demands. Systems like Arrival Manager (AMAN) and Departure Manager (DMAN) help manage this flow but currently operate independently, causing congestion at airports with dependent runways. This study developed and tested coordination strategies between AMAN and DMAN using simulations. Results showed that coordinated management improves operational efficiency, increases departure capacity, and reduces delays. Further research and upgrades to the Air Traffic Control module are recommended to enhance realism and effectiveness.
Taxi Time Prediction at Schiphol Airport
This article presents a methodology for developing taxi time predictors to optimize aircraft release from gates, improving efficiency and reducing air traffic controller workload. Applied at Schiphol Airport, the methodology uses data-driven predictors and recent prediction errors to enhance accuracy. The new predictor increased the percentage of flights with a taxi time error of less than two minutes from 64.41% to 67.91%, outperforming the current manual decision tree predictor.
Airline Based Priority Flight Sequencing
This paper explores the airline-centered Arrival Sequencing and Scheduling problem, focusing on smart distribution of arrival delays based on user preferences. It uses a Mixed-Integer Linear Programming approach to evaluate the impact of speed changes by individual aircraft during the en-route phase. A case study with a large European carrier shows that this method can reduce delay-related costs by over 15% and slightly improve overall aircraft timeliness. The study also examines variations to the model to explore trade-offs between different priorities.
Aircraft Noise: Modelling & Measuring
The number of aircraft movements at Schiphol Airport has been increasing, leading to more noise nuisance for nearby residents. This has increased the demand for accurate aircraft noise modeling and validation using measurements. The NOMOS noise monitoring system at Schiphol, similar to the system at Heathrow, can be used for noise model calibration. The European Civil Aviation Conference (ECAC) Doc.29 guidelines were implemented in Python for this research. Calibration of the Aircraft Noise and Performance (ANP) database and Noise-Power-Distance (NPD) tables using KLM logs improved model accuracy. Combined calibration of aircraft performance and NPD tables is recommended to ensure high-quality noise calculations.
Adapting the Solution Space Concept for Air Traffic Control: Effects of Wind and Trajectory Uncertainty
The evolution of the Air Traffic Management (ATM) system is shifting from ad-hoc tactical to strategic 4D (space and time) trajectory management. Both the SESAR programme in Europe and the NextGen programme in the US emphasize the human operator’s central role, supported by automated decision tools. A 4D trajectory management interface was designed and validated, and this work integrates wind and trajectory uncertainty into the interface. Evaluated by six professional controllers in a realistic 4D inbound traffic scenario in Dutch airspace, the interface allowed successful conflict and arrival time management despite added complexity. Further research is needed to confirm these findings statistically.
Design and Evaluation of a Visual Interface for an En Route Air Traffic Control Merging Task
Air traffic growth has led to complex situations, necessitating new automation tools for safety and efficiency. The Inbound Traffic Support System interface was developed in collaboration with the Netherlands Air Navigation Service Provider to assist area controllers at Amsterdam Airport Schiphol. This interface visualizes merging task constraints, helping controllers foresee the impact of decisions while keeping them as active decision-makers. Professional controllers showed interest but had concerns about screen clutter. Experiments with semi-professional participants indicated improved estimation of altitude adherence and fewer control commands in difficult scenarios, though some participants felt overwhelmed by the information. The interface encourages early strategic thinking.
Dutch Aircraft Noise Model Analysis
The Dutch aircraft noise model is being questioned, leading to a study comparing it with actual noise measurements. The research found that using real flight data improves accuracy, but significant differences remain due to variations in aircraft height, thrust, weight, and engine type. Further adjustments and more detailed data are needed to enhance the model’s accuracy.
Visual Interface for Separation Support in Timebased Approach Air Traffic Control
An Approach (APP) Air Traffic Controller (ATCo) ensures aircraft maintain sufficient separation on final approach using Distance-Based Separation (DBS). European regulations mandate switching to Time-Based Separation (TBS) by 2024, changing the task from a geometrical to a time-based problem. Experts worry that theoretical gains from TBS may not be fully realized due to complications like aircraft re-categorization. A new display tool, the Ideal Turn-In Point (ITIP) display, was designed to help ATCos optimize approach strategies. Initial experiments show the ITIP display maintains safety, increases efficiency, and keeps controller workload stable compared to the current state-of-the-art display used at London Heathrow Airport.
Improving Aircraft Towing Coordination to Make Towing a More Efficient and Predictable Element of the Turnaround Process
Aircraft towing is essential for the turnaround process at airports, particularly at Schiphol Airport, where it is used for operational efficiency, maintenance, and space optimization. However, inefficiencies and unpredictability in towing operations arise due to poor coordination and lack of integration between various systems and stakeholders. These issues lead to delays and disruptions, impacting multiple departments within KLM and other airport operations. The thesis aims to improve the efficiency and predictability of aircraft towing by addressing coordination issues and mitigating risks that cause disruptions.
Complexity in Multiple- and Remote Tower Operations
This research investigates the deviations between Target Off-Block Time (TOBT) and Actual Off-Block Time (AOBT) in aircraft turnaround processes at Schiphol Airport. Accurate TOBT prediction is crucial for efficient airport operations, affecting runway capacity and flight schedules. Despite the Airport-Collaborative Decision Making (A-CDM) system, deviations still occur, causing delays and inefficiencies. The study aims to identify the main factors influencing these deviations.
Predicting and Explaining Turnaround Delays Through Counterfactuals
This research investigates the deviations between Target Off-Block Time (TOBT) and Actual Off-Block Time (AOBT) in aircraft turnaround processes at Schiphol Airport. Accurate TOBT prediction is crucial for efficient airport operations, affecting runway capacity and flight schedules. Despite the Airport-Collaborative Decision Making (A-CDM) system, deviations still occur, causing delays and inefficiencies. The study aims to identify the main factors influencing these deviations.
Implementing Required Navigation Performance Authorization Required
LVNL handles air traffic below 24,500 feet in the Amsterdam FIR, including Schiphol Airport (EHAM). They aim to implement RNP AR approach procedures to improve efficiency, safety, and environmental impact. This research advises on the feasibility of transitioning to RNP AR at EHAM by analyzing its impact on airspace capacity, LVNL and airline capabilities, and performance benefits. It also includes a concept of operations and roadmap for implementation.
Tactical Demand Tailoring framework ICAO FF-ICE concept
LVNL proposed Tactical Demand Tailoring (TDT) to reroute flights for better runway load balancing at Schiphol. The study found TDT feasible with minimal fuel costs and negligible impact on routes. Key stakeholders, including KLM and EUROCONTROL, support it. Effective collaboration and communication are crucial. Simulations and trials with KLM are recommended for successful implementation. Integration with the FF-ICE framework and regulatory compliance are essential.
Inventory SWIM to Improve Flight Dispatch
This thesis examines data exchange and collaboration among Schiphol APOC, KLM, and LVNL at Amsterdam Airport Schiphol. It identifies gaps in airside information quality and emphasizes the need for better data sharing, accuracy, and real-time analysis. Recommendations include adopting advanced technologies, enhancing data security, and improving stakeholder collaboration to boost efficiency, safety, and sustainability in airport operations.
Identify And Assessing Airside APOC Information
This thesis examines data exchange and collaboration among Schiphol APOC, KLM, and LVNL at Amsterdam Airport Schiphol. It identifies gaps in airside information quality and emphasizes the need for better data sharing, accuracy, and real-time analysis. Recommendations include adopting advanced technologies, enhancing data security, and improving stakeholder collaboration to boost efficiency, safety, and sustainability in airport operations.
Tactical Demand Tailoring
Traffic entering the Amsterdam Flight Information Region (AMS-FIR) follows their filed flight plans and is influenced by the entry points and active runways. High traffic density and complexity make rerouting undesirable, leading to runway utilization being affected by the direction of arriving traffic. LVNL (Air Traffic Control the Netherlands) must also comply with regulations like the Nieuwe Normen & Handhavingsstelsel (NNHS).
Unequal arrival directions cause bottlenecks, which could be improved by sequencing traffic outside AMS-FIR. LVNL uses tools to forecast traffic and influence it through regulations issued by Flow Management Position controllers. These regulations can cause delays, which are sometimes unnecessary due to unpredictability in flight arrival times.
A tool for influencing arriving flights while airborne, such as Tactical Demand Tailoring, could help LVNL better manage traffic by synchronizing arrivals before they enter AMS-FIR.
TSAT Expired Reduction at Amsterdam Airport Schiphol
TSAT provided to pilots often becomes invalid, causing aircraft to be removed from the virtual queue and resulting in lost runway capacity. This lost capacity cannot be regained, leading to increased fuel costs and reduced air capacity. The problem mainly occurs during the turnaround of outbound aircraft at AAS, significantly impacting peak runway capacity. Frequent expiration of TSATs is costly due to limited capacity at AAS and other airports.
Sequential steps towards a Multi Airport System (MAS)
This study examines the significant growth of Dutch airports, which has occurred almost autonomously, leading to concerns about reaching maximum airspace capacity without strategic balancing mechanisms. To address this, the Ministry of Infrastructure and Water Management initiated the Dutch Airspace Redesign Program (DARP). The Knowledge Development Centre (KDC) supports this initiative through research.
The study focuses on the development of the Metroplex Airspace System (MAS) for the Netherlands, particularly for the airports EHAM, EHEH, EHRD, and EHLE. It aims to identify necessary aeronautical studies to implement MAS effectively, comparing similar international MAS implementations and analyzing their integration.
Key areas of research include departure scheduling, metroplex-wide route planning, collaborative advanced planning, runway configuration management, short-term air traffic flow and capacity management (ATFCM) measures, coordinated slot allocation, strategic flight scheduling, and traffic synchronization. The study also recommends investigating successful MAS systems in cities like Paris, London, and Berlin for potential integration into the Dutch airspace system.
Schiphol Airport Operations Centre (APOC)
The Airport Operations Centre focuses on performance-based operations. It steers, monitors and manages airport performances and proactively identifies and mitigates possible capacity constraints or disruptions. This includes disruptions affecting airport operators, airlines, ground handlers and Air Navigation Service Providers (ANSP). The APOC provides all relevant stakeholders with insights in the operational overview (situational awareness) of the airport and allows them to communicate, coordinate and collaborate their activities. The main deliverable in the APOC is the Airport Operations Plan (AOP). This is a, within the APOC commonly agreed, rolling (operations) plan and is – following the APOC concept – available for all airport stakeholders.
Impact of RECAT-EU on the departure capacity at Schiphol Airport
EUROCONTROL has developed a re-categorization of the wake turbulence categories as defined by ICAO. The initiative splits the “Heavy” and “Medium” categories into “upper” and “lower”. This results in new longitudinal separation minima for traffic. The new categories yield lower separation minima for certain traffic combinations. This can potentially benefit runway throughput, while still maintaining acceptable safety levels. Implementing the new wake turbulence categories are expected to lower the separation minima for certain traffic combinations. It is expected that Schiphol airport will see a runway throughput increase, as the traffic combinations are expected to be positively affected by the new separation minima.
Optimising Preferred Use of Schiphol Runways through Flexible ILS Maintenance (OPUS)
In order to minimise the impact of the ILS measurements on the capacity of busy Schiphol Airport, LVNL and NLR have since 2006 carried out a number of projects aiming to reduce the number of ILS flight tests without compromising safety. In these projects, NLR performed the analysis and justification of LVNL’s conjecture on predicting (up to certain accuracy) specific ILS flight tests by ground measurements. The results allowed LVNL to reduce the total number of ILS flight test runs at Schiphol from 29 to 3, that is, by about 90%. This reduction of inspection flights contributed to the abatement of noise by measurement flights as well. Consequently, the ILS ground measurements then became the dominant factor in runway occupancy time. The project “Business case – Optimising Preferred Use of Schiphol runways through flexible ILS maintenance”, for brevity referred to as “OPUS”, aimed to assess the feasibility of additional permanent ILS signal quality monitoring, enabling a more flexible planning of ILS ground inspections at Schiphol. This document is the final report of OPUS. It contains an overview of the project’s theoretical and practical approach, the expected results and limitations, the actual results, and finally conclusions and recommendations. It should be noted that the project was a feasibility study including some safety case aspects, yet a complete design and safety assessment were out of scope.
Initial Target Time Over/Arrival Concept for Amsterdam Airport Schiphol
One of the major sources of delay at Schiphol is the occurrence of so called hotspots. An example of such hotspot is the occurrence of a bunch of traffic particularly at the boundary of the Amsterdam FIR. A hotspot occurs as a result of a situation where traffic demand is higher that capacity. These hotspots reduce planning flexibility, and complicate capacity forecasts for flow management ATCOs and creates an imbalance between demand and capacity. TTO/TTA can aid in the resolution of this imbalance. To combat hotspots, and balance demand with capacity, ANSPs request the Network Manager (NM) in Brussels to regulate traffic by imposing delays on aircraft take-off times. These take-off delays result in new Calculated Take-Off Times (CTOTs) for aircraft. CTOTs should, in principle, alleviate hotspot, and therefore, reduce the need for path stretching actions from ATCOs. For Schiphol, the period in which the expected demand exceeds the available capacity, a request to the NM is sent to issue CTOTs. Practice has shown, however, that CTOTs do not have the full desired effect because flight crews aim to recover any CTOT imposed delays by flying faster and/or by requesting different routes (horizontally and vertically). In other words, hotspots continue to occur in spite of CTOTs. To improve the effectiveness of CTOTs the Target Time Over/Arrival (TTO/TTA) concept is a potentially effective measure. This study details the TTA concept, analyses best-practises of past-trials at other airports and uses these best-practises to sketch an initial TTA concept for the Schiphol operation which can be used in a first trial. The TTA concept fits the long term LVNL objective to move towards a more collaborative airport operation between ANSP and airline.
Holding Support for Area Control
The operational concept in the Dutch Airspace does not include the use of holding patterns in nominal situations. Instead, vectoring is used to create the optimal approach sequence. Holding is only used during non-nominal conditions, because significant delays may need to be given to inbound flights under such conditions. Nevertheless, holding operations happen regularly at Schiphol, for example due to stormy conditions or low visibility. Although the current holding procedures at Schiphol are safe, they are not always optimal. Therefore, improvements for holding operations may be possible that improve overall performance and predictability. One of the findings of current holding operations is the unpredictability of the duration of holding orbits. Turns sometimes take well above the expected 60 seconds, up to 100 seconds in the worst-case scenario. This report provides a list of solutions based on two solution categories: Ground-based solutions and Airborne solutions. These individual solutions are evaluated and combined in four high-level concepts.
Continuous Climb and High Altitude SIDs
Keeping all traffic laterally combined on a single SID is likely to cause a drop in capacity of 4-7 movements per hour. Imposing a speed restriction of 230-250 knots starting at 3000ft provides a capacity gain of 2
movements per hour since aircraft can be sequenced more closely. ADS-B data shows 95% of the operation can operate at these restrictions. Tighter speed restrictions only provide marginal improvements and lower compliance in the operation. The effect of a speed restriction is limited since most spacing differences occur in the first 2000ft and the speed profile is not always the critical factor in separation. Analysis of vertical profiles shows that 95% of the aircraft operating at Schiphol can fly a fixed angle of 8%. Using this angle, aircraft would perform a conventional NADP-2 departure until 2000ft, followed by a climb with a fixed angle to 6000ft located 12.3nm from the runway. Noise modelling shows that this new profile causes the noise footprint to narrow along the SID, due to a lower power setting. At the same time the noise footprint increases in length along the extension of the runway since aircraft fly at a lower altitude for a longer time.
Multi-Airport Concept
Dutch airports have grown considerably over time. This growth takes place almost autonomously. No mechanisms are established to balance this growth among airports, routes or airspace strategically. It is assumed that, without profound reformation, the maximum airspace capacity will soon be reached. The Ministry of Infrastructure and Water Management has initiated the Dutch Airspace Redesign Programme’(DARP) or Programma Luchtruimherziening to reform the Dutch airspace. In this programme
there are various ongoing policy activities. The Knowledge Development Centre (KDC) performs research in support of some of these activities.
In the policy development, the relationship between Schiphol Airport and regional airports is examined closely. Presumably further independent growth of these airports will lead to bottlenecks in the Dutch airspace. Although the DARP aims to address these bottlenecks, the Ministry and KDC also want to
carefully consider the ways air traffic can be better handled by jointly managing air traffic. Managing air traffic into multiple, nearby airports is regarded as a multi-airport environment.
Evaluation of the LVNL 2022 Safety Measures in Converging Runway Operations at Schiphol Airport
This research evaluates the effectiveness of the 2022 safety measures at Amsterdam Schiphol Airport for dependent converging runway operations under good visibility conditions. The measures include enhanced training for Runway Controllers (RCs) and a 10-second guideline for pilots after take-off clearance. The study found that these measures improved controller awareness and decision-making, leading to safer aircraft positioning. However, pilot compliance with the 10-second rule remains inconsistent. The number of incidents has not decreased, but RC interventions have become more proactive. Continuous collaboration between Air Traffic Control (ATC) and flight crews is essential for effective risk management.
Quality Analysis of Global Navigation Satellite System Signals in the Netherlands using Aircraft Derived Data
The integrity of GNSS signals is vital for aviation safety and efficiency. This thesis examines GNSS signal quality in Dutch airspace using ADS-B data from January to May 2025, focusing on Navigation Integrity Category (NIC) and Navigation Accuracy Category for Position (NACp). The study found that while most ADS-B transmissions meet regulatory standards, a small percentage fall below acceptable thresholds. General aviation and operators from Asia contribute disproportionately to poor NIC values. The findings highlight the need for continuous GNSS signal monitoring and suggest using ADS-B data for early warning of signal interference. Future recommendations include developing real-time dashboards to detect emerging threats.
Automation Support in ATM Service Provision
The European ATM Master Plan suggests that improving air traffic management (ATM) operations could reduce CO₂ emissions by up to 6%. LVNL is transitioning to a new trajectory-based operations system (iCAS) and shifting from radiotelephony (RT) to Controller Pilot Data Link Communications (CPDLC). These changes aim to enhance automation, support air traffic controllers, and reduce their workload.
Additionally, the research used operational observations, semi-structured interviews, and voice data analysis to compare ATCo task demands at LVNL and MUAC. Fifteen interviews with experts and ATCos provided insights into system design, operational impact, and human factors. RT recordings were analyzed to assess the task load during the transfer process.
Atypical Approaches
The number of flights deviating from designed approach procedures at Amsterdam Schiphol airport is unknown, as is the relationship between these deviations and go-around occurrences. This thesis aims to quantify these deviations, known as atypical approaches, and determine if they are more common during go-arounds. Atypical approaches are identified by analyzing the energy trajectory of aircraft, which combines kinetic and potential energy into specific total energy. The study focuses on the approach phase between the Final Approach Fix (FAF) and the 3 nm stabilization point for runways 18C and 18R. Nominal approaches are expected to show a linear decrease in altitude and speed, resulting in a linear loss of specific total energy. Atypical approaches are identified by higher total specific energy losses than the nominal threshold of 20 knots per nm.
Wind Field Nowcasting and Forecasting Applying Diffusion Probabilistic Models with Aircraft-Derived Data
Wind nowcasting and forecasting are crucial for aviation and Air Traffic Management (ATM). This study explores the use of a Denoising Diffusion Probabilistic Model (DDPM) for nowcasting and forecasting wind fields using aircraft-derived meteorological data. The DDPM, with a U-Net backbone, outperformed previous models like the Meteo-Particle (MP) model and Physically Inspired Neural Network (PINN) approach, showing a 29% improvement in magnitude error and a 62% reduction in directional error. The nowcasting model achieved a magnitude error of 2.03 m/s and a directional error of 4.2°. Despite these successes, forecasting was more challenging, with no significant results. The study used ECMWF CERRA reanalysis data for training and evaluated the model with simulated and real aircraft-derived data. High computational demands and challenges in uncertainty quantification and severe weather conditions limited the model’s effectiveness.
Developing Machine Learning Algorithms to forecast Visibility Categories at Amsterdam Airport Schiphol
Accurate weather forecasts are essential for reducing airport delays, especially under low-visibility conditions, which can decrease airport capacity by up to 67%. Current Numerical Weather Models often fail to predict low-visibility accurately. This study evaluates two machine learning algorithms for visibility forecasting: a deterministic Random Forest Classifier and a probabilistic Temporal Fusion Transformer. The Random Forest Classifier performed well for short-term forecasts but struggled with intermediate classes over longer periods. The Temporal Fusion Transformer, enhanced with a custom Focal Loss function, showed promise in forecasting low horizontal visibility, highlighting its potential for short-term, categorical visibility forecasts.
Evaluation of the Impact of Large Scale Taxiway Maintenance on the
Task Load of Ground Controllers
This research investigates the impact of taxiway maintenance on the task load of ground controllers at airports, focusing on Schiphol Airport. Using a simulator calibrated with real data, the study compares task loads under normal and maintenance scenarios. It finds that taxiway maintenance significantly increases task load due to conflicting traffic flows, but these effects are localized and do not affect other areas or controllers not responsible for the specific area.
Prediction of Traffic Take-Off Times at Out-stations
This study aims to improve the prediction of Actual Take-Off Times (ATOT) for flights arriving at Amsterdam Schiphol Airport from European locations using machine learning techniques. Specifically, it employs a Long Short-Term Memory (LSTM) neural network with a Multihead Attention mechanism to capture complex temporal dependencies and operational factors. Utilizing data from Electronic Flight Data (EFD) messages, weather reports, and a EUROCONTROL dataset, the model significantly outperforms traditional methods and the current Decision Support Tool (DST) used by LVNL, achieving a Mean Absolute Error (MAE) of 12.05 minutes at a 4-hour forecast horizon. The findings highlight the importance of advanced machine learning models in enhancing demand forecasting, leading to more efficient air traffic management and reduced delays at Schiphol Airport.
Effects of Increased Trajectory Predictability by ATS Datalink on ATM Operations in Lower Airspace
This paper examines the impact of Automatic Dependent Surveillance – Contract (ADS-C) on air traffic control (ATC) procedures, particularly in lower airspace. Through 64 simulations, the study assesses how airspace density, separation buffer size, and vertical error in ADS-C data affect operational metrics like fuel burn, track miles, and flight time. Results show that smaller separation buffers significantly reduce fuel burn, track miles, and flight time but increase conflict risks. Higher airspace densities offer the greatest fuel savings but also more conflicts, indicating a trade-off between efficiency and safety. ADS-C enhances predictability and trajectory management, crucial for Trajectory-Based Operations (TBO), but balancing separation buffers and airspace density is vital for maintaining safety.
Machine Learning Based Trajectory Prediction to Support Demand Forecasting
The process of balancing air traffic sector demand and capacity is crucial for safe and efficient flight operations. Current methods rely on schedules and flight plans, but disruptions can lead to inaccurate demand forecasts, causing inefficiencies. This research explores machine learning-based trajectory prediction to improve demand forecasting. Using the Trajectory Based Operations (TBO) concept, a transformer neural network was developed to predict aircraft trajectories using data from Eurocontrol and OpenSky ADS-B. This model outperformed traditional flight plans and other neural networks, offering small gains in demand prediction that could enhance stability.
A Neural Network Approach in Optimising Airport Strategy with Trajectory Prediction
The Covid-19 pandemic caused a historic decline in European air traffic, dropping from 11.1 million flights in 2019 to 5.0 million in 2020. EUROCONTROL forecasts a recovery to 2019 levels by the end of 2023 and an increase to 16.0 million flights by 2050. To manage this growth, improvements in air traffic management (ATM) efficiency and operating systems are necessary. A Decision Support Tool (DST) has been developed to aid air traffic controllers by predicting aircraft trajectories, which can be short-term (real-time data) or long-term (historical data). However, deviations from the filed flight plan (FPL) due to various factors can reduce the DST’s effectiveness.
Evaluation and Assessment of the Performance of the KNMI Schiphol Kansverwachting (SKV) for Mainport Schiphol with Respect to Wind direction, Wind speed and Wind gusts
This research internship report evaluates the performance of the KNMI Schiphol Kansverwachting (SKV) in predicting wind direction, average wind speed, and wind gusts, which are crucial for aviation. Accurate SKV forecasts are vital for capacity and Air Traffic Management (ATM) at Schiphol Airport. The study aims to find solutions to minimize delays and reduce air traffic controllers’ workload by improving forecast accuracy. The report highlights the importance of precise weather forecasts for safe and efficient flight operations, following ICAO and WMO regulations.
Investigating the Effect on ATFM Delays of Changing the T-DPI-s Horizon for Regulated Flights
As aviation returns to pre-pandemic levels, Air Traffic Flow Management (ATFM) delays, costing around 500 million euros annually in the European Civil Aviation Conference area, also resurface. This paper suggests modifying the interaction between Schiphol’s A-CDM process and EUROCONTROL’s Network Manager to enhance transparency by altering when the slot improvement process for regulated flights is stopped. The study models these systems and freezes slots at a set time using historical data to simulate the turnaround process. While the results are inconclusive and require more data and further implementation, the paper provides valuable insights and a new framework for ongoing research.
Investigating the effect on departure capacity of changing Target Off-Block Time uncertainty
Schiphol Airport, with 500,000 flights per year, is one of Europe’s busiest airports, making efficient runway use crucial. This paper examines the new Departure Manager (DMAN) at Schiphol, designed to improve outbound capacity utilization and predictability. The study investigates whether earlier Target Off-Block Time (TOBT) updates positively impact capacity, predictability, and delay reduction. Using historical data, an experimental model simulates the DMAN, applying priority rules to assign flights to runway slots. While the simulation didn’t show significant results across all cases, runways, and months due to data size, a positive trend indicates that earlier TOBT updates enhance runway scheduling. Late TOBT updates cause a snowball effect, worsening planning delays.
Effects of Flexible Use of Airspace Availability and Plannability on Fuel Efficiency
The growth of civil air traffic and advanced systems in the Royal Netherlands Air Force are increasing airspace demands, making it a scarce resource. To optimize usage, the Amsterdam Flight Information Region uses Flexible Use of Airspace (FUA), which treats airspace as a continuum for temporary allocation based on user needs. This is central to the Dutch Airspace Redesign Programme, focusing on reorganizing FUA structures and planning policies.
The study analyzes FUA availability and planning on civil commercial traffic fuel efficiency using historical data from March 2019. Three experiments were conducted:
- Experiment 1: Assessed route efficiency loss due to FUA sectors.
- Experiment 2: Evaluated the impact of surplus fuel due to insufficient airspace planning.
- Experiment 3: Combined benefits from the first two experiments to determine fuel savings from new planning concepts.
Simulations showed that making the Alpha and Delta sectors fully available could reduce yearly fuel consumption by 70,198 and 100,022 tonnes, respectively. New planning policies alone could save 8,908 and 13,301 tonnes of fuel, corresponding to significant CO2 reductions. Not carrying surplus fuel could save an additional 270 and 394 tonnes.
Improving the Schiphol Wind Forecast
The operations at Schiphol Airport are significantly influenced by weather conditions, particularly wind speed and direction, which determine runway usage. Key meteorological factors affecting runway capacity include visibility, cloud ceiling, wind, and severe weather. Accurate forecasting of these variables is crucial for efficient planning. Overly negative forecasts can lead to underutilized capacity and lost revenue, while overly positive forecasts can cause congestion and delays. This report focuses on evaluating the accuracy of wind speed forecasts.
Assessment of the Low Visibility Predictions At Schiphol Airport
This research evaluates the performance of three models (HIRLAM, HARMONIE, ECMWF) used to forecast Low Visibility Procedures (LVP) at Schiphol Airport. HIRLAM performs better due to its larger training dataset, while ECMWF excels in severe LVP phases and long-range forecasts. However, ECMWF’s higher standard error suggests further study is needed. The study also highlights the impact of surface characteristics on fog occurrence and the role of temperature inaccuracies in forecast errors.
Aircraft Noise Model Improvement by Calibration of Noise-Power-Distance Values using Acoustic Measurements
This research addresses the challenge of aircraft noise and its impact on communities near airports. It aims to improve the accuracy of aircraft noise models, specifically the Doc.29 model, by validating and calibrating input parameters using acoustic measurements. The study focuses on take-off measurements of the B737-800 at Schiphol airport. By estimating engine thrust using N1 rotational speed and validating it with Aircraft Condition and Monitoring System (ACMS) data, the research identifies errors in the Noise-Power-Distance (NPD) tables. Adjusting these tables based on measurements reduces the mean error and standard deviation significantly. The study also creates new NPD tables based on standardized measurements, further reducing variation between noise measurements and model results. These methods enhance noise modelling practices and provide insights into NPD value creation and validation.
Effect of Trajectory Prediction Uncertainty on a Probabilistic De-bunching Concept for Inbound Air Traffic
Abstract:
This research focuses on improving the efficiency of inbound air traffic in Western Europe’s complex and near-capacity airspace. It introduces a probabilistic debunching concept for the Initial Approach Fix (IAF) using Probability Density Functions to predict arrival times. A debuncher, created with a Constrained Genetic Algorithm, reduces the probability of aircraft bunching by imposing en-route delays. The study finds that while the debunching method can decrease Arrival Manager (AMAN) delays, this benefit is inconsistent when predictions are made more than 40 minutes before arrival due to high uncertainty. The effectiveness of the debuncher improves as trajectory prediction accuracy increases, leading to better arrival efficiency.
Design, Evaluation and Acceptance of a Visual Support Tool for Air Traffic Control
Abstract:
This paper presents a tool designed to enhance Air Traffic Control’s strategic approach by improving adherence to the Expected Approach Time (EAT) during the final approach phase. The tool provides Area Control with insights into the current situation and the impact of turn-to-IAF commands on EAT adherence. It features a countdown timer (Delta-T) and a visual representation of possible turn-to-IAF locations, along with a declutter feature. In a proof-of-concept experiment, ten professional area controllers reported a 37% improvement in EAT adherence, reduced workload, and a more predictable control strategy. All participants supported the implementation of the tool elements in their systems.
IAF Assignment Optimization for Amsterdam Airport Schiphol
Abstract:
This research addresses the balance between noise disturbance for residents near busy airports and the emissions aircraft produce by flying certain routes. It focuses on the transition routes from the Initial Approach Fix (IAF) to the runway, which often cross heavily populated areas at low altitudes, causing significant noise disturbance. Flying around these areas increases flight time, impacting the environment and operational costs for airlines. The goal is to create a method that optimally distributes aircraft over the IAF, balancing noise disturbance and CO2 emissions. The case study is Amsterdam Airport Schiphol, chosen for its high passenger traffic and proximity to densely populated areas.
Assessment of Inbound Air Traffic Flow Management Delay and Total
Arrival Delay for Amsterdam Airport Schiphol
Abstract:
Amsterdam Airport Schiphol (AAS) has experienced the highest Airport Air Traffic Flow Management (ATFM) delays in Europe recently. EUROCONTROL delays inbound flights to AAS due to weather and aerodrome capacity issues. This study uses a Bayesian Network (BN) to analyze AAS data and understand the operational conditions causing ATFM Aerodrome Capacity delays. The BN model, enhanced through Structure Learning (SL), reveals that these delays often occur during the first inbound peak of the day when scheduled capacity usage is between 75% and 100%, but actual usage exceeds 100%. Despite these delays, the chance of arriving significantly late is low. Discrepancies in landing slot planning and actual traffic, along with unknown schedule buffers applied by airlines, suggest that better information sharing among operators is needed for safe and efficient operations.
Off-Idle Continuous Descent Operations at Schiphol
Airport
Abstract:
The aviation industry is expected to grow at a 4.1% CAGR from 2015 to 2045, but there’s pressure to reduce noise and emissions. Continuous Descent Approaches (CDAs) help by reducing thrust, though ideal CDAs require more separation, lowering capacity. Fixed Flight Path Angle (FPA) approaches balance noise reduction and capacity.
This thesis designs fixed-route fixed FPA approaches for Schiphol TMA, aiming to balance environmental benefits with capacity. The study includes background information, a literature review, research objectives, experiment setup, results, discussion, and recommendations.
Coordinated Arrival and Departure Management for Dependent Runway
Operations
Abstract:
Many airports face capacity issues with arrival and departure demands. Systems like Arrival Manager (AMAN) and Departure Manager (DMAN) help manage this flow but currently operate independently, causing congestion at airports with dependent runways. This study developed and tested coordination strategies between AMAN and DMAN using simulations. Results showed that coordinated management improves operational efficiency, increases departure capacity, and reduces delays. Further research and upgrades to the Air Traffic Control module are recommended to enhance realism and effectiveness.
Taxi Time Prediction at Schiphol Airport
Abstract:
This article presents a methodology for developing taxi time predictors to optimize aircraft release from gates, improving efficiency and reducing air traffic controller workload. Applied at Schiphol Airport, the methodology uses data-driven predictors and recent prediction errors to enhance accuracy. The new predictor increased the percentage of flights with a taxi time error of less than two minutes from 64.41% to 67.91%, outperforming the current manual decision tree predictor.
Airline Based Priority Flight Sequencing
Abstract:
This paper explores the airline-centered Arrival Sequencing and Scheduling problem, focusing on smart distribution of arrival delays based on user preferences. It uses a Mixed-Integer Linear Programming approach to evaluate the impact of speed changes by individual aircraft during the en-route phase. A case study with a large European carrier shows that this method can reduce delay-related costs by over 15% and slightly improve overall aircraft timeliness. The study also examines variations to the model to explore trade-offs between different priorities.
Aircraft Noise: Modelling & Measuring
Abstract:
The number of aircraft movements at Schiphol Airport has been increasing, leading to more noise nuisance for nearby residents. This has increased the demand for accurate aircraft noise modeling and validation using measurements. The NOMOS noise monitoring system at Schiphol, similar to the system at Heathrow, can be used for noise model calibration. The European Civil Aviation Conference (ECAC) Doc.29 guidelines were implemented in Python for this research. Calibration of the Aircraft Noise and Performance (ANP) database and Noise-Power-Distance (NPD) tables using KLM logs improved model accuracy. Combined calibration of aircraft performance and NPD tables is recommended to ensure high-quality noise calculations.
Adapting the Solution Space Concept for Air Traffic Control: Effects of Wind and Trajectory Uncertainty
Abstract:
The evolution of the Air Traffic Management (ATM) system is shifting from ad-hoc tactical to strategic 4D (space and time) trajectory management. Both the SESAR programme in Europe and the NextGen programme in the US emphasize the human operator’s central role, supported by automated decision tools. A 4D trajectory management interface was designed and validated, and this work integrates wind and trajectory uncertainty into the interface. Evaluated by six professional controllers in a realistic 4D inbound traffic scenario in Dutch airspace, the interface allowed successful conflict and arrival time management despite added complexity. Further research is needed to confirm these findings statistically.
Design and Evaluation of a Visual Interface for an En Route Air Traffic Control
Merging Task
Abstract:
Air traffic growth has led to complex situations, necessitating new automation tools for safety and efficiency. The Inbound Traffic Support System interface was developed in collaboration with the Netherlands Air Navigation Service Provider to assist area controllers at Amsterdam Airport Schiphol. This interface visualizes merging task constraints, helping controllers foresee the impact of decisions while keeping them as active decision-makers. Professional controllers showed interest but had concerns about screen clutter. Experiments with semi-professional participants indicated improved estimation of altitude adherence and fewer control commands in difficult scenarios, though some participants felt overwhelmed by the information. The interface encourages early strategic thinking.
Dutch Aircraft Noise Model Analysis
Abstract:
The Dutch aircraft noise model is being questioned, leading to a study comparing it with actual noise measurements. The research found that using real flight data improves accuracy, but significant differences remain due to variations in aircraft height, thrust, weight, and engine type. Further adjustments and more detailed data are needed to enhance the model’s accuracy.
Visual Interface for Separation Support in Timebased Approach Air Traffic Control
Abstract:
An Approach (APP) Air Traffic Controller (ATCo) ensures aircraft maintain sufficient separation on final approach using Distance-Based Separation (DBS). European regulations mandate switching to Time-Based Separation (TBS) by 2024, changing the task from a geometrical to a time-based problem. Experts worry that theoretical gains from TBS may not be fully realized due to complications like aircraft re-categorization. A new display tool, the Ideal Turn-In Point (ITIP) display, was designed to help ATCos optimize approach strategies. Initial experiments show the ITIP display maintains safety, increases efficiency, and keeps controller workload stable compared to the current state-of-the-art display used at London Heathrow Airport.
Improving Aircraft Towing Coordination to Make Towing a More Efficient and Predictable Element of the Turnaround Process
Abstract:
Aircraft towing is essential for the turnaround process at airports, particularly at Schiphol Airport, where it is used for operational efficiency, maintenance, and space optimization. However, inefficiencies and unpredictability in towing operations arise due to poor coordination and lack of integration between various systems and stakeholders. These issues lead to delays and disruptions, impacting multiple departments within KLM and other airport operations. The thesis aims to improve the efficiency and predictability of aircraft towing by addressing coordination issues and mitigating risks that cause disruptions.
Complexity in Multiple- and Remote Tower Operations
Abstract:
This research investigates the deviations between Target Off-Block Time (TOBT) and Actual Off-Block Time (AOBT) in aircraft turnaround processes at Schiphol Airport. Accurate TOBT prediction is crucial for efficient airport operations, affecting runway capacity and flight schedules. Despite the Airport-Collaborative Decision Making (A-CDM) system, deviations still occur, causing delays and inefficiencies. The study aims to identify the main factors influencing these deviations.
Predicting and Explaining Turnaround Delays Through Counterfactuals
Abstract:
This research investigates the deviations between Target Off-Block Time (TOBT) and Actual Off-Block Time (AOBT) in aircraft turnaround processes at Schiphol Airport. Accurate TOBT prediction is crucial for efficient airport operations, affecting runway capacity and flight schedules. Despite the Airport-Collaborative Decision Making (A-CDM) system, deviations still occur, causing delays and inefficiencies. The study aims to identify the main factors influencing these deviations.
Implementing Required Navigation Performance Authorization Required
Abstract:
LVNL handles air traffic below 24,500 feet in the Amsterdam FIR, including Schiphol Airport (EHAM). They aim to implement RNP AR approach procedures to improve efficiency, safety, and environmental impact. This research advises on the feasibility of transitioning to RNP AR at EHAM by analyzing its impact on airspace capacity, LVNL and airline capabilities, and performance benefits. It also includes a concept of operations and roadmap for implementation.
Tactical Demand Tailoring framework ICAO FF-ICE concept
Abstract:
LVNL proposed Tactical Demand Tailoring (TDT) to reroute flights for better runway load balancing at Schiphol. The study found TDT feasible with minimal fuel costs and negligible impact on routes. Key stakeholders, including KLM and EUROCONTROL, support it. Effective collaboration and communication are crucial. Simulations and trials with KLM are recommended for successful implementation. Integration with the FF-ICE framework and regulatory compliance are essential.
Inventory SWIM to Improve Flight Dispatch
Abstract:
This thesis examines data exchange and collaboration among Schiphol APOC, KLM, and LVNL at Amsterdam Airport Schiphol. It identifies gaps in airside information quality and emphasizes the need for better data sharing, accuracy, and real-time analysis. Recommendations include adopting advanced technologies, enhancing data security, and improving stakeholder collaboration to boost efficiency, safety, and sustainability in airport operations.
Identify And Assessing Airside APOC Information
Abstract:
This thesis examines data exchange and collaboration among Schiphol APOC, KLM, and LVNL at Amsterdam Airport Schiphol. It identifies gaps in airside information quality and emphasizes the need for better data sharing, accuracy, and real-time analysis. Recommendations include adopting advanced technologies, enhancing data security, and improving stakeholder collaboration to boost efficiency, safety, and sustainability in airport operations.
Tactical Demand Tailoring
Abstract:
The research aimed to assess the TDT tool’s effectiveness in increasing LVNL’s influence over Schiphol arrivals by increasing the miles flown by diverted flights. The study identified suitable city-pairs for TDT application, analyzed the effects of re-routing on flight distances, and estimated the volume of traffic that could be redirected to approach Schiphol from different directions.
Key findings include:
- The most promising cluster of airports for TDT application was Italy and Switzerland.
- Eleven city-pairs were identified as suitable for TDT, with an average of 5 to 13 flights originating from these pairs.
- Re-routing flights resulted in a negligible change in route length (0.4%-1.4%), which is not expected to be an issue for operators.
- Benefits of TDT include reduced sector capacity regulations, saving over 500 minutes of delay, and reduced delays at Schiphol’s Initial Approach Fixes.
- TDT could improve operations within the TMA by allowing flights to enter from different directions, reducing the need for re-routing within busy airspace.
- TDT could enhance LVNL’s influence over Schiphol’s runway load balance by optimizing runway utilization based on traffic approach direction.
Overall, the research indicated that implementing TDT could significantly improve LVNL’s operations, with multiple benefits from re-routing a few flights during peak times. Further research and investments are recommended to fully realize TDT’s potential.
TSAT Expired Reduction at Amsterdam Airport Schiphol
Abstract:
TSAT provided to pilots often becomes invalid, causing aircraft to be removed from the virtual queue and resulting in lost runway capacity. This lost capacity cannot be regained, leading to increased fuel costs and reduced air capacity. The problem mainly occurs during the turnaround of outbound aircraft at AAS, significantly impacting peak runway capacity. Frequent expiration of TSATs is costly due to limited capacity at AAS and other airports.
Sequential steps towards a Multi Airport System (MAS)
Abstract:
This study examines the significant growth of Dutch airports, which has occurred almost autonomously, leading to concerns about reaching maximum airspace capacity without strategic balancing mechanisms. To address this, the Ministry of Infrastructure and Water Management initiated the Dutch Airspace Redesign Program (DARP). The Knowledge Development Centre (KDC) supports this initiative through research.
The study focuses on the development of the Metroplex Airspace System (MAS) for the Netherlands, particularly for the airports EHAM, EHEH, EHRD, and EHLE. It aims to identify necessary aeronautical studies to implement MAS effectively, comparing similar international MAS implementations and analyzing their integration.
Key areas of research include departure scheduling, metroplex-wide route planning, collaborative advanced planning, runway configuration management, short-term air traffic flow and capacity management (ATFCM) measures, coordinated slot allocation, strategic flight scheduling, and traffic synchronization. The study also recommends investigating successful MAS systems in cities like Paris, London, and Berlin for potential integration into the Dutch airspace system.
Schiphol Airport Operations Centre (APOC)
Abstract: The Airport Operations Centre focuses on performance-based operations. It steers, monitors and manages airport performances and proactively identifies and mitigates possible capacity constraints or disruptions. This includes disruptions affecting airport operators, airlines, ground handlers and Air Navigation Service Providers (ANSP). The APOC provides all relevant stakeholders with insights in the operational overview (situational awareness) of the airport and allows them to communicate, coordinate and collaborate their activities. The main deliverable in the APOC is the Airport Operations Plan (AOP). This is a, within the APOC commonly agreed, rolling (operations) plan and is – following the APOC concept – available for all airport stakeholders.
Impact of RECAT-EU on the departure capacity at Schiphol Airport
Abstract: EUROCONTROL has developed a re-categorization of the wake turbulence categories as defined by ICAO. The initiative splits the “Heavy” and “Medium” categories into “upper” and “lower”. This results in new longitudinal separation minima for traffic. The new categories yield lower separation minima for certain traffic combinations. This can potentially benefit runway throughput, while still maintaining acceptable safety levels. Implementing the new wake turbulence categories are expected to lower the separation minima for certain traffic combinations. It is expected that Schiphol airport will see a runway throughput increase, as the traffic combinations are expected to be positively affected by the new separation minima.
Optimising Preferred Use of Schiphol runways
through flexible ILS maintenance (OPUS)
Abstract: In order to minimise the impact of the ILS measurements on the capacity of busy Schiphol Airport, LVNL and NLR have since 2006 carried out a number of projects aiming to reduce the number of ILS flight tests without compromising safety (see references [4], [5], [6], [7]). In these projects, NLR performed the analysis and justification of LVNL’s conjecture on predicting (up to certain accuracy) specific ILS flight tests by ground measurements. The results allowed LVNL to reduce the total number of ILS flight test runs at Schiphol from 29 to 3, that is, by about 90%. This reduction of inspection flights contributed to the abatement of noise by measurement flights as well. Consequently, the ILS ground measurements then became the dominant factor in runway occupancy time. The project “Business case – Optimising Preferred Use of Schiphol runways through flexible ILS maintenance”, for brevity referred to as “OPUS”, aimed to assess the feasibility of additional permanent ILS signal quality monitoring, enabling a more flexible planning of ILS ground inspections at Schiphol. This document is the final report of OPUS. It contains an overview of the project’s theoretical and practical approach, the expected results and limitations, the actual results, and finally conclusions and recommendations. It should be noted that the project was a feasibility study including some safety case aspects, yet a complete design and safety assessment were out of scope.
Initial Target Time Over/Arrival Concept for
Amsterdam Airport Schiphol
Abstract: One of the major sources of delay at Schiphol is the occurrence of so called hotspots. An example of such hotspot is the occurrence of a bunch of traffic particularly at the boundary of the Amsterdam FIR. A hotspot occurs as a result of a situation where traffic demand is higher that capacity. These hotspots reduce planning flexibility, and complicate capacity forecasts for flow management ATCOs and creates an imbalance between demand and capacity. TTO/TTA can aid in the resolution of this imbalance. To combat hotspots, and balance demand with capacity, ANSPs request the Network Manager (NM) in Brussels to regulate traffic by imposing delays on aircraft take-off times. These take-off delays result in new Calculated Take-Off Times (CTOTs) for aircraft. CTOTs should, in principle, alleviate hotspot, and therefore, reduce the need for path stretching actions from ATCOs. For Schiphol, the period in which the expected demand exceeds the available capacity, a request to the NM is sent to issue CTOTs. Practice has shown, however, that CTOTs do not have the full desired effect because flight crews aim to recover any CTOT imposed delays by flying faster and/or by requesting different routes (horizontally and vertically). In other words, hotspots continue to occur in spite of CTOTs. To improve the effectiveness of CTOTs the Target Time Over/Arrival (TTO/TTA) concept is a potentially effective measure. This study details the TTA concept, analyses best-practises of past-trials at other airports and uses these best-practises to sketch an initial TTA concept for the Schiphol operation which can be used in a first trial. The TTA concept fits the long term LVNL objective to move towards a more collaborative airport operation between ANSP and airline.
Holding Support for Area Control
Abstract: The operational concept in the Dutch Airspace does not include the use of holding patterns in nominal situations. Instead, vectoring is used to create the optimal approach sequence. Holding is only used during non-nominal conditions, because significant delays may need to be given to inbound flights under such conditions. Nevertheless, holding operations happen regularly at Schiphol, for example due to stormy conditions or low visibility. Although the current holding procedures at Schiphol are safe, they are not always optimal. Therefore, improvements for holding operations may be possible that improve overall performance and predictability. One of the findings of current holding operations is the unpredictability of the duration of holding orbits. Turns sometimes take well above the expected 60 seconds, up to 100 seconds in the worst-case scenario. This report provides a list of solutions based on two solution categories: Ground-based solutions and Airborne solutions. These individual solutions are evaluated and combined in four high-level concepts.
Continuous Climb and High Altitude SIDs
Abstract: Keeping all traffic laterally combined on a single SID is likely to cause a drop in capacity of 4-7 movements per hour. Imposing a speed restriction of 230-250 knots starting at 3000ft provides a capacity gain of 2
movements per hour since aircraft can be sequenced more closely. ADS-B data shows 95% of the operation can operate at these restrictions. Tighter speed restrictions only provide marginal improvements and lower compliance in the operation. The effect of a speed restriction is limited since most spacing differences occur in the first 2000ft and the speed profile is not always the critical factor in separation. Analysis of vertical profiles shows that 95% of the aircraft operating at Schiphol can fly a fixed angle of 8%. Using this angle, aircraft would perform a conventional NADP-2 departure until 2000ft, followed by a climb with a fixed angle to 6000ft located 12.3nm from the runway. Noise modelling shows that this new profile causes the noise footprint to narrow along the SID, due to a lower power setting. At the same time the noise footprint increases in length along the extension of the runway since aircraft fly at a lower altitude for a longer time.
Multi-Airport Concept
Abstract: Dutch airports have grown considerably over time. This growth takes place almost autonomously. No mechanisms are established to balance this growth among airports, routes or airspace strategically. It is assumed that, without profound reformation, the maximum airspace capacity will soon be reached. The Ministry of Infrastructure and Water Management has initiated the Dutch Airspace Redesign Programme’(DARP) or Programma Luchtruimherziening to reform the Dutch airspace. In this programme
there are various ongoing policy activities. The Knowledge Development Centre (KDC) performs research in support of some of these activities.
In the policy development, the relationship between Schiphol Airport and regional airports is examined closely. Presumably further independent growth of these airports will lead to bottlenecks in the Dutch airspace. Although the DARP aims to address these bottlenecks, the Ministry and KDC also want to
carefully consider the ways air traffic can be better handled by jointly managing air traffic. Managing air traffic into multiple, nearby airports is regarded as a multi-airport environment.
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