HK1210304B - Self-sufficient resource-pooling system for risk sharing of airspace risks related to natural disaster events - Google Patents

Description

Self-sufficient resource pooling system for risk sharing of airspace risks associated with natural disaster events

Technical Field

The present invention relates to a self-sufficient resource pooling (posing) system for risk sharing for a variable number of risk exposed aircraft fleets in relation to airspace risks. In particular, the invention relates to an appropriate signal generation of a system and an automated self-sufficient resource pooling system by means of which the risk of flight interruptions for a variable number of aircraft fleets and/or aircraft operators can be shared by providing self-sufficient risk protection for the risk exposure of the aircraft fleets and/or aircraft operators.

Background

The importance of air transport has increased dramatically since the early twentieth century. The amount of goods and people transported via aircraft has increased further dramatically worldwide as a result of market globalization in the last two decades. However, the pressure to be inexpensive is also increasing, leading to the breakdown of major airlines and airline operators in the beginning of the 21 st century. Today, the gross profit of air transport is extremely low, which forces the airline operators to have a compact structure with only small financial reserves in the event of service interruptions. After 10 days of no revenue generation in the sense of consolidated returns, typically due to the operations performed, most airlines face a serious risk of being forced to stop operations or even break production. There is therefore a real interest in: coverage of risk exposure to such operational disruption is obtained. Economically, being able to tolerate a longer period of service interruption may also have the following advantages: providing more security for the rating agency or involved third parties.

An example of this need is revealed by the latest aircraft history. The volcanic activity of iceland in 2010 and the subsequent closing of airspace caused a $ 17 billion estimated loss to the aviation industry. During the period of days 4 and 15 and days 4 and 21 almost the entire european airspace was closed, resulting in the cancellation of all flights to and from europe. After the fact the airlines seek risk transfers by means of insurance technology or national compensation or other means to cover these unforeseen events and ensure the operation of the flights. In the prior art, no non-damaging covering system has been available due to the difficulty in technically designing insurance: (i) there is no standard for critical ash concentration or a good measurement system exists; and (ii) the desire for broader risk transfer and coverage, not just volcanic ash. The related art should also be able to cover risk events such as: 1) just, riot, etc.; 2) war, hijacking, terrorist activities (e.g. according to AVN 48); 3) based on the risk of epidemics. The technique should assume the following situation: the operation of airline flights and airports can be technically stable, struggling with the cancellation of flights over the past few years, and therefore cannot provide any source of revenue during this period. In the case of a flight cancellation, there is a fixed and extra cost component of the aircraft/crew and operational rescheduling, despite the fact that variable costs can be saved. Furthermore, airlines operating to and from europe must compensate the passenger for their cancelled trips. The origin of these cancellations is influenced by weather or airline/airport and Air Traffic Control (ATC). In prior art systems, there is no automated system or any kind of damage and operational insurance that provides relief without physical damage to cancel the flight. Due to this fact, aircraft fleet operators as well as airport operators are demanding a damage coverage system for cancelled flights.

Furthermore, in the prior art, US2010/036545 a1 discloses an avionics system based on earth stations for automatically troubleshooting operational faults occurring in an aircraft. The avionics system and the aircraft are connected via an interface. If an operating fault is detected on the aircraft by means of transfer parameters of sensors of the aircraft to the avionics system, the activation of a dedicated fault device is triggered by the avionics system to automatically remove the fault. WO00/07126 a1 discloses an avionics data system for use with aircraft, where each aircraft has a communications unit located in the aircraft. Data can be transmitted from the aircraft to the avionics data system via the cellular infrastructure after the aircraft lands. WO02/08057 a1 shows a system for providing monitoring and data feedback to an aircraft regarding the status of the aircraft. Information about the status of the aircraft and the equipment is provided by sensors located at the aircraft. The system provides feedback information to the aircraft based on the information received during the monitoring. Furthermore, EP1426870 a2 shows a wireless aircraft data system in which an aircraft computer communicates with a plurality of aircraft systems. The ground-based computer system provides wireless remote real-time access to the aircraft systems via the wireless aircraft data system. Finally, DE19856231 a1 discloses another avionics system which provides data access via a satellite by means of bidirectional data transmission. The path of the satellite and its arrangement are designed such that: a bidirectional transmission channel may be provided between the aerial vehicle and the ground-based operations center.

Technical object of the invention

It is an object of the present invention to provide the following self-contained operational systems and technical devices and methods thereof: it is used for emergency surveillance to prevent emergency landing or damage of aircraft fleets following natural disaster events or terrorist activities. It is another object of the present invention to provide a resource pooling system and appropriate method for automated transfer of risk exposure associated with an aircraft fleet. The system will provide stable operation against threats to the survival of the system and against threats that disrupt the operation of the system and/or limit the ability of the system to meet set goals. The system should be able to implement appropriate and effective risk management features and employ the necessary technical approaches extensively. It is a further object of the invention to provide a system that enhances the trustworthiness of the system by its stable operational risk management structure and reduces the risk by improving the operation and increasing the sustainability, which enables to operate the system with low risk.

Disclosure of Invention

According to the invention, these objects are achieved in particular by the features of the independent claims. Further advantageous embodiments result from the dependent claims and the description.

According to the invention, the above object is particularly achieved in that the risk sharing of a variable number of risk exposed fleet aircraft is by means of a self-sufficient system related to airspace risk, by means of which system the resources of the risk exposed fleet aircraft are pooled, and by means of which system self-sufficient risk protection of the risk exposed fleet aircraft is provided against emergency landing or loss as a result of a natural disaster event, wherein the risk exposed fleet aircraft is connected to the system by means of a plurality of payment receiving modules, and wherein payments from the risk exposed fleet aircraft are received and stored by means of the plurality of payment receiving modules for pooling the risks and resources of the risk exposed fleet aircraft; the transmitted flight plan parameters of the pooled risk exposure aircraft fleet are received by means of the capturing device, wherein by means of the filtering module the transmitted flight plan parameters are filtered to filter out an airport indicator indicating an airport to which the corresponding pooled risk exposure aircraft fleet flies, and wherein by means of the filtered airport indicator the detected airport is stored to a table element of a selectable trigger table assigned to the aircraft fleet identifier of the corresponding pooled risk exposure aircraft fleet; a triggering module dynamically triggers an airport data flow path that turns on a ground station located at an airport to which the flight plan flies, wherein, in the event of a trigger of an occurrence of an airport closure for one of the airports included in the selectable trigger table, operational parameters of the triggered airport, including at least a time interval parameter of the airport closure, assigned to corresponding table elements of the selectable trigger table are stored based on the triggered airport indicator; optionally triggering each triggered occurrence of an airport closure of one of the airports, matching, by means of the core engine, operational parameters of the corresponding table element with natural disaster event data comprised in a predefined searchable table of natural disaster events to determine possible correlations of the airport closures with the occurrences of natural disaster events comprised in the searchable table of natural disaster events; in case the correlation is established by the core engine, by means of the core engine, a corresponding trigger flag is set to the assigned risk exposure fleet of airport indicator triggered airport closure and a parameterized payment transfer is assigned to the corresponding trigger flag, wherein the loss associated with triggered airport closure is covered differentially by the system by parameterized transfer from the system to the corresponding risk exposure fleet based on the corresponding trigger flag and the received and stored payment parameters from the pooled risk exposure fleet. The invention has the following advantages: the system provides a technical means for providing self-contained risk protection against risk sharing of a variable number of risk exposed fleet aircraft, where the risk is associated with the occurrence of a natural disaster event such as, for example, a volcanic eruption or a terrorist activity. The system also has the following advantages: the system can provide loss coverage for risk sharing and technically difficult to capture events. For example, there is no standard or even good measurement system for critical ash concentrations. Even this system has the following advantages: the system is not limited to the measurement and triggering of the occurrence of pozzolans, but can still share a wider range of risks. Furthermore, airlines are typically exposed to a serious risk of bankruptcy after 10 days when no revenue is generated. One of the advantages of this system is: the system provides this coverage and provides the ability for airlines to tolerate service outages for longer periods of time. The system is able to capture all kinds of risks, such as for example risks based on the following conditions: atmospheric conditions (e.g., volcanic ash), and/or meteorological conditions (e.g., flood, earthquake, storm, wind, rain), and/or seismic conditions (e.g., earthquake). However, infrequent risk events such as riots, strikes, war, pandemic events, and instrument/device failures (e.g., GPS outages) may also be captured without adjusting system operation. The system also provides technical means to enable transparent, parameterized risk coverage. For example, the warranty is provided in a proportion related to the number of flights cancelled. For example, a possible formula is the number of cancelled flights/number of scheduled flights for a time period during which airspace is closed then multiplied by a limit. This enables the loss that actually occurs to be easily measured. By linking with any possible event stored in the searchable table, it is made possible to securely trigger the closure of airspace by the third party authority and the closure of the airport by the operator in conjunction with the total number of annual days of 5 to 10 days linked to any event or any other condition. This allows for a flexible architecture that none of the prior art systems of systems can provide. Typically, such resource pooling systems for risk transfer of risk exposure components require specially tailored devices for geographical or regional specificity. The system has the following advantages: the present system does not represent any such limitation or regulatory requirement, but can be operated worldwide as it directly couples risk and loss.

In one embodiment variant, an additional filter module of the core engine dynamically increments the time-based stack with the transmitted time interval parameter on the basis of a selectable trigger table, and activates the assignment of the parameterized payment transfer to the corresponding trigger flag by means of the filter module in the event of a threshold value being reached which is triggered in respect of the incremented stack value. The threshold triggered with respect to the incremented stack value may be set, for example, to 5 or more days and 10 or less days. Further, the ground station can be linked to the core engine via a communication network, and the trigger module can dynamically trigger an airport data flow path via the communication network that turns on the ground station. The assignment of the parameterized payment transfer to the corresponding trigger flag may for example be activated only if the transmission comprises a definable minimum number of airport identifications assigned to airport closings, thus creating an implicit geographical range of the closed airports for the flight plan. As a further variant, the assignment of the parameter payment shifts to the corresponding trigger flag may be activated automatically, for example by means of a system for dynamic scalable loss coverage of aircraft fleets with definable upper coverage limits. In a further embodiment variant, the upper coverage limit can be set, for example, to less than or equal to 1 billion dollars. Risk related aircraft fleet data may further be processed by means of the component modules, and the likelihood of said risk exposure of an aircraft fleet may be provided based on the risk related aircraft fleet data, wherein the aircraft fleet is connected to the resource pooling system by means of the plurality of payment receiving modules configured to receive and store payments from the pooled aircraft fleets for the pooling of their risks, and wherein the payments are scaled automatically based on the likelihood of said risk exposure of a specific aircraft fleet. These embodiment variants have in particular the same advantages as the first embodiment variant.

In a further embodiment variant, the filtering module of the core engine may for example comprise additional triggering means for triggering in case the transmission from the triggering module is triggered by an applicable third party, and the transmission of the parameters comprises the time interval parameter for airport shutdown and an airport identification, and wherein in case the airport shutdown is triggered by a third party, the stack is dynamically incremented with the transmitted time interval parameter, otherwise the stack is left unchanged. In other words, the stack is increased for a period of airport closure only if the signal of the additional triggering device confirms that the airport closure was initiated based on, for example, a third party or an applicable third party level third party or the like. The third party initiation, i.e. the initiation by the applicable third party, means that the airport is closed on the basis of interventions by the national authorities, such as for example official aviation authorities, police or military interventions. In general, the additional triggering means may also be triggered, for example, when the airport closure is not triggered by itself but by an external effect not controlled by the airport operator (e.g., a complete closure of the airspace), regulatory agency, etc. The applicable representation may be a system variable which is defined as a predefined parameter or a parameter which can be accessed by the system on request or periodically, for example via a network from a suitable data server, by means of a third party which is triggered on by means of the triggering means. This embodiment variant has the following advantages, among others: the system becomes stable against possible fraud or willful actions by airport operators.

Drawings

The accompanying drawings incorporated in and forming a part of this specification illustrate several aspects of the present invention and, together with the description, serve to explain, by way of example, the principles of the invention in more detail. In the drawings:

fig. 1 shows a block diagram schematically illustrating an exemplary configuration of an infrastructure of risk transfer of a system according to the invention. Reference numeral 1 refers to a system according to the invention, reference numeral 2 refers to a core engine, 3 refers to a receiver or electronic receiver module, 4 refers to a trigger module, 5 refers to a suitably implemented filtering module, 6 refers to a fault deployment device generating a technical output or activation signal, and 7 refers to an automated activatable loss coverage system operated or manipulated by the system 1 or the core engine 2 of the system 1.

Fig. 2 shows a diagram schematically illustrating an example of aggregate exposure for a possible closure of the united states east coast airspace. The 7-day closure of the united states east coast airspace and its 7 major airports affects 19.2% of the planned flight for the selected route.

Fig. 3 shows a diagram schematically illustrating an example of aggregate exposure for possible closing of the northwest european airspace. A 7 day closure of the northwest european airspace and its major airports may affect 17.9% of the planned flights for the selected airlines.

Fig. 4 and 5 show diagrams schematically illustrating the sequence of steps. Fig. 4 shows an exemplary waiting period of 10 days, i.e. the system triggers, for example, at a time interval of 10 days after the first shutdown of the airport. For example, a damage-insurance output signal may be generated based on (cancelled number of flights during the time period)/(planned number of flights during 7 of 10 days) to initiate automated payment. That is, the trigger of the system 1 or more precisely of the filter module 5 activates the automated damage insurance system 7 by means of the output signal 61 of the fault deployment device 6. Fig. 5 illustrates an exemplary system in which automated payment is initiated when the airport closure is greater than a trigger threshold based on (number of cancelled flights in closure time period > trigger)/(number of planned flights during the time period).

Fig. 6 shows a diagram schematically illustrating the time sequence of events in which 19.2% of the planned flight (of an insured airline) is cancelled. The number of cancelled flights may result in an output signal 61 that initiates, for example, an automated payment of $ 1.92 million coverage in an absolute coverage threshold of a $ 10 million limit for the associated system 1. Figure 6 shows the triggering of a threshold due to the occurrence of a catastrophic volcanic eruption event.

Fig. 7 and 8 show diagrams schematically illustrating exemplary underlying probability estimates. Fig. 7 shows the estimation of spatial shutdown events longer than 10 days, i.e., >10 days, while fig. 8 shows the estimation of spatial shutdown events longer than 2 days, i.e., >2 days. The example of fig. 7 was closed based on the european range of volcanic ash clouds of 6 days in 2010. Fig. 8 is based on an example of a hurricane affecting a new orleans by closing the airport for 16 days in 2005 and also a hurricane affecting a laderburg by closing the airport for 5 days in 2005.

Reference will now be made in detail to the present examples illustrated in the accompanying drawings.

Detailed Description

In fig. 1, reference numeral 1 denotes a self-sufficient resource pooling system according to the present invention, reference numeral 2 denotes a core engine, 3 denotes a receiver module, 4 denotes a trigger module, 5 denotes a properly implemented filter module, 6 denotes a fault deployment device generating a technical output or activation signal, and 7 denotes an automatically activated damage recovery system operated or manipulated by the output signal. The system 1 technically prevents emergency landing of aircraft fleets 81, …, 84 due to natural disaster events, epidemics or terrorist activities by providing loss coverage of the aircraft fleets 81, …, 84 based on pooled resources and risks. Natural disasters that may cause an airport closure may include all possible catastrophic events that can be measured based on, among other things, atmospheric conditions (e.g., volcanic ash), meteorological conditions (e.g., flood, earthquake, storm, wind, rain), and/or seismic conditions (e.g., earthquake). However, in a variant embodiment, the system 1 can also be assigned to riots, strikes, war, pandemic events and instrument/equipment failures (e.g. GPS outage). Figure 2 schematically illustrates an example of aggregate exposure for possible closures of the united states east coast airspace. The 7-day closure of the east coast airspace of the united states at its 7 major airports affects 19.2% of the planned flight for the selected route. Table 1 below shows the affected airports and the closure.

(Table 1)

Furthermore, fig. 3 schematically shows an example of aggregate exposure for possible closing of the northwest european airspace. The 7-day closure of the northwest european airspace and its 7 major airports affects 17.9% of the planned flights for the selected route. Table 2 below shows the affected airports and the closure.

(Table 2)

The system 1 comprises capturing means for receiving the transmitted flight plan parameters 102, 202 of the pooled risk exposure aircraft fleet 81, …, 84. The flight plan parameters 102, 202 should at least include an airport (91, …, 94) indicator and parameters that enable the determination of the frequency of approach and/or landing and/or takeoff of aircraft for a particular fleet of aircraft 81, …, 84. However, the flight plan parameters are typically a set of measurable parameters that enable the operation of a particular fleet of aircraft 81, …, 84 and the determination of the planned behaviour of its aircraft, such as the above-mentioned approach and/or landing and/or takeoff indicators of an airport, possibly also including other flight parameters including Ground Sampling Distance (GSD), longitudinal overlap (xp), lateral overlap (q), fly-by parameters of a particular area, parameters of an Air Traffic Control (ATC) decision support tool including parameters associated with the prediction or planning of a four-dimensional (time-dependent) aircraft trajectory, link aircraft state data, predicted atmospheric state data and/or any flight intent data and/or parameters related to the approach and landing system or ground control system.

By means of the filtering module, the transmitted flight plan parameters 102, 201 are filtered out to filter out airport indicators indicating the airports 91, …, 94 to which the corresponding pooled risk exposure aircraft fleet 81, …, 84 fly. Furthermore, the filtered and detected airports 91, …, 94 are stored to the table elements 101, 201 of the selectable trigger tables 103, 203 assigned to the aircraft fleet identifiers of the corresponding pooled risk exposure aircraft fleets by means of the filtered airport indicators 1012, 2012. Furthermore, the frequency or fly-over parameters may also preferably be filtered and stored to the corresponding table element 101, 201. In one variation, the system 1 may include a selectable trigger table 103/203 for each pooled fleet of aircraft 81, …, 84 assigned to the flight plans 102, 202 of the fleet of aircraft 81, …, 84. Optional hash table 103/203 includes table element 101/201. Each table element 101/201 includes operating parameters for an airport 91, …, 94. The airports 91, …, 94 covered by the list elements 101, 201 are the airports 91, …, 94 to which the aircraft of the fleet of aircraft 81, …, 84 fly according to the flight plans of the fleet of aircraft 81, …, 84.

With the present system 1, at least one ground station 911, …, 914 is provided at each of the airports 91, …, 94 to which the flight plan 102/202 flies. The ground stations 911, …, 914 are linked to the core engine 2 of the system 1 via a communication network 50/51. The ground stations 911, …, 914 may be part of the airline system part of the technical system of an operator of, for example, an aircraft fleet 81, …, 84, such as not only an airline or air cargo/air freight carrier but also an aircraft manufacturer such as an airbus or boeing; or may be part of the flight monitoring services of the flight systems of the airports 91, …, 94. The aircraft of the fleet 81, …, 84 may comprise, for example, airships for cargo transport and/or passenger transport and/or like ziberlin airship or even aerospace vehicles or other flying devices for space travel. The fleet 81, …, 84 can likewise include motorized and non-motorized flight devices, particularly gliders, powered gliders, hang gliders, and the like.

The system 1 comprises a triggering module 4, the triggering module 4 dynamically triggering an airport data flow path switching on ground stations 911, …, 914 of said flying-to airports 91, …, 94 based on stored airport indicators of the triggering tables 103, 203. In case of a triggering of an occurrence of an airport closing of one of the airports 91, …, 94 comprised in the selectable trigger table 103, 203, the operational parameters of the triggered airport 91, …, 94 comprising at least the time interval parameters 1011, 2011 of airport closing, assigned to the corresponding table element 101, 201 of the relevant airport indicator 1012, 2012, are stored. The ground stations 911, …, 914 may be linked to the core engine 2, for example via a communication network 50, 51, wherein the triggering module 4 dynamically triggers an airport data flow path via said communication network 50, 51 which switches on the ground stations 911, …, 914. For each triggered occurrence of an airport closure of one of the airports 91, …, 94 assigned to one of the table elements 101, 201 of the selectable trigger table 103, 203, the assigned operational parameters of the airport closure are matched by means of the core engine 2 to the natural disaster event data comprised in the predefined searchable table of natural disaster events to correlate the airport closure with the occurrence of a natural disaster event comprised in the searchable table of natural disaster events.

The predefined searchable natural disaster event table comprises table elements for each predefined risk transferred to the resource pooling system 1. In particular, these risks comprise parameters defining natural disaster events such as e.g. volcanic eruptions or earthquakes, etc., which risks of occurrence are transferred to the resource pooling system 1. The resource pooling system 1 further comprises means for: the apparatus is used to dynamically detect the occurrence of such natural disaster events and set appropriate indicator flags in corresponding risk table elements, and to store relevant natural disaster event data and/or to measure parameters indicative of at least the time of occurrence of the natural disaster event and/or the affected area. The means for dynamically detecting the occurrence of such natural disaster events may for example comprise an interface for accessing a suitable early warning system and/or airspace measurement and observation system, or the system 1 may even be directly connected or linked to suitable sensors or measurement devices allowing the detection of the occurrence of such natural disaster events.

In case the correlation can be established by the core engine 2 between airport closure and the occurrence of a detected natural disaster event, the assigned risk of the corresponding trigger flag being set to the triggered airport closure airport indicator 1012, 2012 exposes the fleet of aircraft 81, …, 84 by means of the core engine 2. Based on the trigger flag, the resource pooling system assigns a parameterized payment transfer to the corresponding trigger flag, wherein the loss associated with the triggered airport closure is covered differentially by the parameterized transfer from the resource pooling system 1 to the corresponding risk exposure fleet of aircraft 81, …, 84 by the system 1 based on the corresponding trigger flag and based on the received and stored payment parameters from the pooled risk exposure fleet of aircraft 81, …, 84.

As an embodiment variant, the receiver 3 or receiver unit 3 of the core engine 2 receives the transmission from the trigger module 4 via the communication network interface 31. The sending at least comprises: time interval parameters 1011/2011 for airport closure and parameters for airport identity 1012/2012. The time interval parameter 1011/2011 is saved as an operational parameter of the appropriate table element 101/201 based on the airport identity 1012/2012. The "appropriate" table element 101/201 is a table element that includes the holding parameters for the airport 91, …, 94 referenced by the airport identity 1012/2012. For example, the parameters may also include log parameters of the aircraft when at a particular airport 91, …, 94, such as measured parameters of the aircraft's Flight Management System (FMS) and/or Inertial Navigation System (INS) and/or fly-by-wire sensors and/or flight monitoring devices, to automatically detect or verify airport closures. The sending may comprise sending over a packet switched network using a suitable network protocol, such as an IP network or a circuit switched network, based on unidirectional or bidirectional end-to-end data and/or multimedia streams. Said communication network interface 31 of the receiver 3 may be implemented by one or more different physical network interfaces or layers capable of supporting several different network standards. For example, the physical layer of the communication network interface 31 of the receiver 31 may comprise a contactless interface for WLAN (wireless local area network), bluetooth, GSM (global system for mobile communications), GPRS (general packet radio service), USSD (unstructured supplementary service data), EDGE (enhanced data rates for GSM evolution) or UMTS (universal mobile telecommunications system), etc. However, these interfaces may also be physical network interfaces for ethernet, token ring or other wired LANs (local area networks). Reference numeral 50/51 may thus include various communication networks such as a wireless LAN (based on IEE 802.1x), a bluetooth network, a wired LAN (ethernet or token ring) or a mobile radio network (GSM, UMTS, etc.) or a PSTN network. As mentioned, the physical network layer of the communication network interface 31 can be not only a packet-switched network as directly used by the network protocol but also a circuit-switched interface which can be used by means of a protocol for data transmission, such as PPP (point-to-point protocol), SLIP (serial line interface protocol) or GPRS (general packet radio service).

Furthermore, the receiver 3 or the communication network interface 31 and the fleet of aircraft 81, …, 84 or the ground stations 911, …, 914 of the fleet of aircraft operator connected to the core engine 2 via the communication network interface 31 of the receiver unit 3 or a suitable processing unit may comprise the identification module. With regard to the receiver 3, the identification module may be implemented in hardware or at least partly in software and may be connected with the receiver 3 by means of a contact-based or contactless communication network interface 31 or may be incorporated in the receiver 3. The same applies to other mentioned communication network interfaces such as network communication interfaces connecting the fleet 81, …, 84 or associated aircraft systems or processing units of the fleet operator. In particular, the identification module may be in the form of a SIM card, as known from the GSM standard. The identification module may additionally include authentication data relating to authentication of the associated device in the network 50/51. These authentication data may comprise inter alia an IMSI (international mobile subscriber identifier) and/or a TMSI (temporary mobile subscriber identifier) and/or an LAI (local area identity) based on the GSM standard, etc. By additionally implementing such an identification module, the system 1 can be completely automated, including the generation and transmission of the output signal 61 by means of the fault deployment device 6 and the operation of the automated loss coverage system 7.

The resource pooling system 1 may comprise an additional filtering module 5, e.g. of said core engine 2, the additional filtering module 5 dynamically incrementing the time-based stack with the sent time interval parameter 1011, 2011 based on the selectable trigger table 103, 203 and activating by means of the filtering module 5 the assignment of the parameterized payment transfer to the corresponding trigger flag in case a threshold triggered on the incremented stack value is reached. The threshold triggered with respect to the incremented stack value may be set, for example, to 5 or more days and 10 or less days.

As a further embodiment variant, the assignment of the parameterized payment divert to the corresponding trigger flag may be activated, for example, only if the transmission includes a definable minimum number of airport identifications assigned to airport closings, thereby creating an implicit geographical range of closed airports for the flight plan. It is also conceivable: the assignment of the parameterized payment transfer to the corresponding trigger flag is activated automatically, for example, by means of the dynamically scalable loss coverage of the resource pooling system 1 for the fleet of aircraft 41, …, 44 with definable upper coverage limits. The upper coverage limit may be set, for example, to 1 billion dollars or less.

Preferably, the risk pooling system 1 may also be implemented as a component module comprising means for processing risk related fleet aircraft data and providing a possibility of said risk exposure of the pooled fleet aircraft 41, …, 44 based on the risk related fleet aircraft data. In this variant, the fleet of aircraft 41, …, 44 is connected to the resource pooling system by means of the plurality of payment receiving modules configured to receive and store payments made for their pooling from the pooled fleet of aircraft 41, …, 44, and wherein the payments are scaled automatically based on said risk exposure of the specific fleet of aircraft 41, …, 44. Finally, the filtering module 5 of the core engine 2 may also comprise additional triggering means for triggering in case the transmission from the triggering module 4 is triggered by an applicable third party, wherein the transmission of parameters comprises the time interval parameters 1011, 2011 for airport closure and the airport identities 1012, 2012. In the case where airport closures are triggered by a third party, the stack can be dynamically incremented using the transmitted time interval parameters 1011, 2011, otherwise the stack cannot be incremented, i.e., the stack remains unchanged.

Tables 3-6 show examples of such parameterized payment transfers initiated by the resource pooling system and based on pooled resources and risk. Tables 3 to 6 must be understood to be covered in a single operating setting of the system 1.

(Table 3)

(Table 4)

(Table 5)

(Table 6)

In the above embodiment variant, the resource pooling system 1 may for example comprise a registration network node with a registrar unit, by using a request to request a data link with one or more communication network interfaces to the core engine 2 via the contact-based or contactless communication network interface 31, in relation to registering the communication network interface with the associated identification module for unidirectional or bidirectional unicast or multicast end-to-end data and/or multimedia stream transmission. In principle, a point-to-point connection (unicast) is intended to mean all direct connections from point to point between two network interfaces. With respect to the example of system 1, the point-to-point connection may also operate without an actual switching intermediary. These interfaces may cover communications in lower network layers (layers 1 to 3 in the OSI model). An end-to-end connection may also cover all connections on the high network layer (layers 4 to 7 in the OSI model). In the case of peer-to-peer communication, intermediate stations can also be used for the transmission according to the invention. In an embodiment variant of multicast-based transmission, multicast denotes packet transmission of data (multipoint connection). Thus, in the system 1, appropriate multicast settings can be used for the dedicated transmission between the communication network interface 31 of the receiver 3 and the associated aircraft systems of the pooled fleet of aircraft 81, …, 84.

In an embodiment variant in which the connected communication network interface or resource pooling system 1 for the pooled fleet of aircraft 81, …, 84, respectively, the receiver 3 comprises an identification module, such as e.g. a SIM card for storing the IMSI, the interface or aviation system of the pooled fleet of aircraft 81, …, 84 may further comprise means for sending the IMSI to e.g. the registration module of the system 1 upon request. The IMSI may also be stored in an appropriate subscriber database of the registration module. To authenticate the identity or identifier, the registration module may use, for example, an extensible authentication protocol. In the case of GSM authentication using location registers, the system 1 may also include appropriate signalling gateway modules for supplementing logical IP data channels to form signal and data channels to such location registers in a GSM network. The MAP gateway module may be used to generate the necessary SS7/MAP functions for authenticating the interface or rather the transmitted identity stored in the corresponding identity module. The registration module authenticates at least one communication network interface using a subscriber database, such as a location register, and authenticates the signaling network module based on the IMSI of the SIM card. When a successful authentication is stored in the user database of the registration module, the appropriate entry is stored and/or a data link to one or more communication network interfaces may be established by means of, for example, the receiver 3 and/or the core engine 2.

The filtering module 5 of the core engine 2 dynamically increments the stack with the sent time interval parameter 1011/2011 based on the hash table 103/203, i.e., by retrieving the parameter from the saved parameters of the hash table 103/203. The filtering module 5 activates the fault deployment device 6 if the threshold triggered on the incremented stack value is reached. The threshold value triggered with respect to the incremented stack value may preferably be set to 5 or more days and 10 or less days. However, the threshold value can be dynamically adapted based on a measured value of an empirically derived value of the fleet of aircraft 41, …, 44. In an embodiment variant, the start of the event, i.e. the start of the increment of the new stack, can also be triggered based on the first authority issuing an instruction to close the airspace for one particular event. In a large event, the following are very likely: authorities located in different locations issue similar instructions based on the same event. The termination of an event as well incrementing the end of the particular stack associated with the event may be triggered, for example, by the last authority which again opens its airspace. The following intermediate time periods were not measured: where the airspace is not closed at any one location for the event.

The system 1 can easily be adapted to a wide variety of other conditions. For natural disasters, such conditions as, for example, in the following seismic cases may include additional trigger thresholds: the earthquake reaches the Lee 7 level and is located directly below or near the airport. With regard to volcanic eruptions, if the trigger is set to the measured parameter of the eruption, the wind conditions must also be taken into account. For example, for the volcanoes of iceland, which are most active in europe, wind blows clouds into europe only 6% of the time. In an embodiment variant, the system 1 can also cover special situations, for example, in the case of a long-term closure of an airport. Long term closure of airports 91, …, 94 rather than closure of airspace may result in a transfer or replacement flight (e.g., munich airport is closed for 6 months and scotch and salburg airports are used as "surrogate" airports), and may be excluded or included for proportional calculation by setting appropriate operating parameters of the system 1. The closing of airspace may be defined as the local authority issuing an instruction to close the airspace. In the event of an earthquake or flood, it is likely that an authority will close one or more airports 91, …, 94 rather than closing the airspace, and coverage for the system 1 may be assumed to be similarly handled. Small airspaces that are much smaller than a certain size may be excluded from this definition, for example, to avoid triggering coverage by very small airports/airspaces. Any computer program code of said core engine 2, receiver 3 or electronic receiver module, trigger module 4, filter module 5, fault deployment device 6 generating an output or activation signal and/or damage covering system 7 which can be activated automatically or automatically of the system 1 stored as a computer program product for operating and controlling the system 1 can be implemented as a software module programmed in any program language, for example in Java (Java is a registered trademark of Sun Microsystems) and can even comprise one or more script modules for a conventional spreadsheet application, such as Microsoft Excel. In the following paragraphs, the various functions, partly or wholly software-based, which are performed by the system 1 when the core engine 2 is controlled or operated by a computer program of a computer program product, may also be implemented by a person skilled in the art, as described with reference to fig. 1. However, those skilled in the art will also appreciate that all of these functions can be implemented based solely on hardware to achieve the relevant technical advantages such as speed, stability, and so forth.

In the embodiment variant with a fault deployment device 6, in the case of a fault deployment device 6 activated by the filter module 5, the fault deployment device 6 may for example generate an output signal 61 to provide an interruption coverage of the fleet of aircraft 41, …, 44 for at least a part of said time interval of the airport closure by means of the automated damage coverage system 7. The generated output signal 61 may be transmitted from the fault deployment device 6 to the damage coverage system 7 by way of a communication network 50/51 or directly by a signaling connection. If the automated damage coverage system 7 is currency based, the capacity of the automated damage coverage system 7 may be set to any definable value, for example, covering 10 billion dollars in total for a 12 month period. For most airlines, the range of the system may be set up to 10 policy in terms of 1 billion dollars. However other ranges are also conceivable. Policy here means, in technical terms: the corresponding fleet of aircraft 81, …, 84 is assigned to the system by creating appropriate communication connections, database entries, signaling conditions, and coverage of the damaged coverage system 7, etc. However, the automated damage coverage system 7 need not necessarily be currency based, but may also include other means for coverage such as, for example, physical warning means for possible damage due to a catastrophic event or automatically activatable technical support means for recovering the fleet of aircraft 81, …, 84. The system may comprise a dynamic or automated bargaining by means of predefined rules, such as e.g. using a 3% premium duty ratio as WAP in case of a 10 day waiting period, MFP 3% Rol in case of more than 7 days. The selected fleet of aircraft 81, …, 84 may be restricted to a particular region, i.e., regionally extended to the united states, europe, asia or a possible worldwide distribution of non-regionally restricted fleet of aircraft 81, …, 84. In one embodiment variant, the output signal can be generated, for example, only if the transmission comprises a definable minimum number of airport identifications with airport closures. Such a definable minimum number may be created due to the smallest size in the geographic range of the airport that is shut down for the flight plan. Thus, it may serve as a minimum threshold for the minimum number of affected airports 91, …, 94 for the flight plan 102/202 for a particular fleet of aircraft 41, …, 44. The minimum threshold may also be set independently of the particular fleet 41, …, 44, simply triggered with respect to the number of aircraft fleets 41, …, 44 shut down due to certain natural disaster events, terrorist activities, and/or other catastrophic events. The output signals may be generated automatically by means of the system 1 for dynamic scalable damage coverage of the fleet of aircraft 41, …, 44 with definable upper coverage limits. The upper coverage limit may be set, for example, to 1 billion dollars or less. The output signal 61 generated by means of the fault deployment device 6 may be calculated, for example, in proportion to the number of cancelled flights or multiplied by the limit, for example, by the number of cancelled flights/number of scheduled flights for a time period of airspace closure, however, those skilled in the art will appreciate that these are merely examples and that the system 1 may be readily adapted to other operational requirements.

In certain embodiment variants, the fail-safe device 6 can also be activated directly by means of the switching device of the ground station 911, …, 914 when an airport closure is detected, for example by means of a sensor. The automated damage covering system 7 and/or the fault deployment device 6 may in particular in certain cases comprise automated emergency and alarm signaling devices, for example with or without a monetary value-based transmission module. For example, dedicated sensors or measuring devices may be incorporated into the airline systems of airports 91, …, 94 and/or ground stations 911, …, 914 and/or the airline systems of the landing strip, at least in some cases of detecting airport closings. The fault deployment device 6 may be, for example, a checking or warning device or system for guiding interventions in the affected fleet of aircraft 81, …, 84 or at the operators of the fleet of aircraft 81, …, 84 affected by the respective fault detection. Of course, a plurality of aircraft fleets 81, …, 84 can be influenced or covered simultaneously by means of the system 1.

Furthermore, as an embodiment variant, an automated damage or loss coverage system 7 can be realized by means of a resource pooling system incorporated into the system 1. By means of the resource pooling system, the risk of flight interruptions for a variable number of aircraft fleets 41, …, 44 and/or aircraft operators can be shared, while the system 1 provides self-sufficient risk protection for the risk exposure of the aircraft fleets 41, …, 44 and/or aircraft operators by means of the resource pooling system. The risk pooling system may be technically implemented by including at least said component modules: the component modules are for processing risk-related fleet aircraft data and providing probabilities of the risk exposure of the pooled fleet aircraft 41, …, 44 based on risk-related fleet aircraft data. In this embodiment variant, the pooled fleet of aircraft 41, …, 44 may be connected to the resource pooling system by means of a plurality of payment receiving modules configured to receive and store payments from the fleet of aircraft 41, …, 44 for pooling their risks, and wherein the payments are scaled automatically based on the likelihood of said risk exposure of a particular fleet of aircraft 41, …, 44.

In an embodiment variant, the variable number of pooled fleets of aircraft 81, …, 84 may be adapted by the system 1 to the following ranges: wherein the risk of noncompliance occurrence covered by the system 1 affects only a relatively small proportion of the overall pooled risk exposure of the fleet of aircraft 81, …, 84 at a given time. In a variant, the system 1 may also comprise, for example: a payment receipt module configured to receive and store a return expenditure from a third party investor of a financial product associated with the system 1; and a payment module configured to: the third party investor's dividend payment and the investor's revenue interest payment are determined when the pooled resources of the pooled fleet of aircraft 81, …, 84 exceed a predefined threshold due to low frequency losses occurring.

The filtering module 5 may comprise an integrated oscillator by means of which an electrical clock signal having a reference frequency may be generated, the filtering module 5 being able to periodically filter the table elements 101/201 of the selectable hash table 103/203 based on the clock signal. Therefore, the stack may be determined dynamically or partly dynamically by means of the filtering module 5 based on the detected closure of the airports 91, …, 94.

Note that the resource pooling system 1 of the present invention can be easily implemented as a system risk or as a moral risk-based risk. If, for example, the majority of the aircraft fleets 81, …, 84 and/or airports in a certain area are merged into the system 1 according to the invention, the total system failure sets up losses, which may reduce the self-contained operation of the system. The operation of the fleet of aircraft 81, …, 84 by the airlines is to schedule, place, and dense network of aircraft, individuals, and resources, fleet of aircraft 81, …, 84. Airlines always assume some financial impact when for various reasons a flight is cancelled or the aircraft must stay on the ground. The worst impact on an aircraft fleet is therefore a disruption to its entire network after several hours or days of outage, where a plan must be redeployed for more than a few hours or wrong locations, crew must be exchanged, and weekly overhauls must be rescheduled. Even in the case of low-utilization flight (low load factor), it may be reasonable to cancel the flight for economic reasons, but the resulting network disruption is much greater than the benefit of saving some variable costs. For these many reasons, the likelihood of ethical risks representing abusing system coverage to compensate for their own poor business is extremely small. Further unavoidable risks of operation of the system 1 may for example be threatened by: (i) aircraft crash: despite the fact that avionics systems can be implemented to cover only non-physical events, a single takeoff crash will not typically result in multiple flight cancellations; (ii) aircraft failure: aircraft failures due to mechanical causes occur frequently. However, for these situations, airline fleets 81, …, 84 are faced with a large number of operational and reputation issues, respectively, that cannot be financially addressed. Therefore, the aircraft fleet operator generally has a higher interest in operating the flight than the system 1 abusing the distribution of damage coverage; (iii) nuclear risk: the nuclear risk can be excluded by appropriate setting of the system 1. Furthermore, since the impact is very limited to air transport, the fleet of aircraft 81, …, 84 may only cancel the flight in the affected area for a short period of time; (iv) low demand: a low demand for a particular route may be a possibility of misuse of the aeronautical system 1. However, because the fleet operator needs an aircraft to return, the fleet operator will typically not cancel a single flight due to low demand. If the path is replaced by other paths, the total number of flights scheduled does not change; (v) landing: the local authority may force the entire fleet of aircraft 81, …, 84 to land due to an inherent design failure or troubleshooting of the fleet of aircraft 81, …, 84. Since this may be influenced by the fleet operator and have a large impact on the number of cancelled flights, the system may for example be designed to exclude such events from coverage; (vi) weather: cancellation due to weather is the most common cause of cancellation with the highest impact. The aircraft operator or airport operator cannot influence these cancellations. Thus, the operation of the system 1 can be ensured, for example, by setting appropriate condition parameters of the frequency and/or severity of natural disaster events; (vii) therefore, the method comprises the following steps: strikes of employees of the airport or aircraft fleet operator are the second highest risk with a strong impact on the flight schedule. However, due to operational and reputation issues, the desire to avoid any strikes is generally greater than the motivation to abuse the system 1 by mistakenly requiring relief by means of the coverage of the system 1; (viii) ATC: cancellation by ATC occurs if the controller triggers a limit on the flight during a brief period of time to safely reconcile the remaining flights. This is also outside the control of the fleet operator or airport operator, but has a minor impact on the number of total cancellations and therefore on the operation of the system 1; (ix) bankruptcy and/war/terrorist activities: bankruptcy is the greatest threat to operators of fleet aircraft, but is well under their control. Therefore, for the implementation of the resource pooling system 1, it is mandatory to exclude by setting appropriate and wide condition parameters. War and terrorist activities are additional threats which can also be ruled out by setting appropriate wide condition parameters in the resource pooling system 1.

Additional fraud prevention may be achieved because: the filter module 5 of the core engine 2 comprises additional triggering means for triggering in case the transmission from the triggering module 4 is triggered by an applicable third party, whereas in case of airport shutdown triggered by a third party the stack is dynamically incremented using the transmitted time interval parameters 1011, 2011, otherwise the stack is kept unchanged, i.e. the incrementing of the stack is excluded. Third party triggers are represented by the applicable third party triggers: airports are shut down based on interventions by national authorities, such as, for example, official aviation authorities, police or military interventions. In general, the above-mentioned additional triggering means may also be triggered when the airport closure is not self-initiated but is initiated by an external effect not controlled by the airport operator (e.g. complete closure of the airspace), regulatory agency, etc. The applicable representation is a third-shot defined system variable triggered on by means of the triggering means, the system variable being a predefined parameter or a parameter that can be accessed by the system, for example over a network, from an appropriate data server upon request or periodically. This embodiment variant has the following advantages, among others: the system becomes stable against possible fraud or willful actions by the airport operator.

List of reference numerals

1 self-contained resource pooling system

101, 201 table element

1011, 2011 airport closure time interval parameter

1012, 2012 airport signs

102, 202 flight plan parameters

103, 203 optional trigger table

2 core Engine

3 receiver

31 communication network interface

4 trigger module

5 Filter module

6 fault deployment device

61 output signal

7 automated damage coverage system

50/51 communication network

81, …, 84 fleet of aircraft

91, …, 94 airport

911, …, 914 ground station

Claims (11)

1. An automated self-sufficient resource pooling system (1) for risk sharing of a variable number of risk exposure aircraft fleets (81, …, 84) related to airspace risk, the risk sharing being performed by means of the resource pooling system (1), by pooling resources of the risk exposure aircraft fleets (81, …, 84) and by providing self-sufficient risk protection for the risk exposure aircraft fleets (81, …, 84) based on the pooled resources, wherein the risk exposure aircraft fleets (81, …, 84) are connected to the system (1) by means of a plurality of payment receiving modules configured to receive and store payments from the risk exposure aircraft fleets (81, …, 84) for their pooling of risk and resources, and wherein an automated transfer of risk exposure associated with an aircraft fleet is provided by the resource pooling system (1), the method is characterized in that:

the system (1) comprises a capturing device for receiving transmitted flight plan parameters (102, 202) of pooled risk exposure aircraft fleets (81, …, 84), wherein the transmitted flight plan parameters (102, 202) are filtered by means of a filtering module for detecting an airport indicator indicating an airport (91, …, 94) to which the corresponding pooled risk exposure aircraft fleets (81, …, 84) fly, and wherein the detected airport (91, …, 94) is stored by means of the filtered airport indicator (1012, 2012) to a table element (101, 201) of a selectable trigger table (103, 203) assigned to the aircraft fleet identifier of the corresponding pooled risk exposure aircraft fleet,

the system (1) comprises a trigger module (4) for dynamically triggering an airport data flow path switching on ground stations (911, …, 914) located at the flying airport (91, …, 94) based on stored airport indicators of a trigger table (103, 203), wherein a ground station (911, …, 914) is linked to a core engine (2) via a communication network (50, 51), wherein the trigger module (4) dynamically triggers an airport data flow path switching on ground stations (911, …, 914) via the communication network (50, 51), and wherein, in case of a triggering of an occurrence of an airport closing of one of the airports (91, …, 94) comprised in the selectable trigger table (103, 203), a triggered airport (91) comprising at least a time interval parameter (1011, 2011) of the airport closing is assigned to the corresponding table element (101, 201), …, 94) is captured and stored,

for each triggered occurrence of an airport closure of one of the airports (91, …, 94) assigned to a table element (101, 201) of the selectable trigger table (103, 203), matching, by means of a core engine (2), captured operational parameters of the airport closure with natural disaster event data comprised in a predefined searchable natural disaster event table to correlate the airport closure with an occurrence of a natural disaster event comprised in the searchable natural disaster event table, wherein the resource pooling system (1) further comprises means for: said means for dynamically detecting the occurrence of a natural disaster event and setting appropriate indicator flags in corresponding risk table elements, and storing relevant natural disaster event data and/or measuring parameters indicative of at least the time of occurrence and/or affected area of a natural disaster event, and wherein said system (1) is connected to appropriate sensors or measuring devices for the detection of the occurrence of such natural disaster event,

the predefined searchable table of natural disaster events comprises table elements for each predefined risk transferred to the resource pooling system (1), wherein each risk is related to parameters defining a table element of natural disaster events, and wherein the resource pooling system (1) further comprises means for: the apparatus is for dynamically detecting the occurrence of such natural disaster events and setting appropriate indicator flags in corresponding risk table elements, and storing relevant natural disaster event data and/or measuring parameters indicative of at least the time of occurrence of the natural disaster event and/or the affected area,

in case a match is established by the core engine (2), a corresponding trigger flag is set to the assigned risk exposure fleet (81, …, 84) of the airport indicator (1012, 2012) by means of the core engine (2) and a parameterized payment transfer is assigned to the corresponding trigger flag, wherein the assignment of the parameterized payment transfer to the corresponding trigger flag is activated automatically by means of the system (1), a dynamically scalable loss coverage for the fleet of aircraft with a definable upper coverage limit, only in case the sending comprises a definable minimum number of airport identifications assigned to airport closings creating an implicit geographical range of closed airports of the flight plan, and wherein the core engine (2) comprises an additional filtering module (5), the additional filtering module (5) based on the selectable trigger table (103, 203) dynamically incrementing the time-based stack with the transmitted time interval parameter (1011, 2011) and activating, by means of the additional filtering module (5), the assignment of the parameterized payment transfer to the corresponding trigger flag in the event that a threshold value triggered in respect of the incremented stack value is reached, and

the losses associated with triggered airport closings are covered differently by the system (1) based on the respective trigger flags and on the received and stored payment parameters from the pooled risk exposure fleet of aircraft (81, …, 84), by a parameterized payment transfer from the system (1) to the corresponding risk exposure fleet of aircraft (81, …, 84), an automatically activated damage recovery system (7) operated or manipulated by means of the generated output signal of the fault deployment device (6) of the system (1).

2. The self-contained system (1) according to claim 1, wherein the threshold value triggered on the incremented stack value is set to 5 or more days and 10 or less days.

3. The self-contained system (1) according to claim 1 or 2, wherein the assignment of the transfer of parameterized payments to corresponding trigger markers is automatically activated by means of the system (1) for a dynamically scalable loss coverage of a fleet of aircraft (41, …, 44) with a definable upper coverage limit, and wherein the payments are automatically scaled based on the likelihood of the risk exposure of a particular fleet of aircraft (41, …, 44).

4. The self-contained system (1) as claimed in claim 1, wherein the risk pooling system (1) comprises component modules for processing risk-related aircraft fleet data and providing the likelihood of risk exposure of pooled aircraft fleets (41, …, 44) based on the risk-related aircraft fleet data, wherein aircraft fleets (41, …, 44) are connected to the resource pooling system by means of the plurality of payment receiving modules configured to receive and store payments from pooled aircraft fleets (41, …, 44) for pooling of their risk, and wherein the payments are automatically scaled based on the likelihood of risk exposure of a particular aircraft fleet (41, …, 44).

5. The self-contained system (1) as claimed in claim 1, wherein the additional filtering module (5) of the core engine (2) comprises additional triggering means for triggering if the transmission from the triggering module (4) is triggered by an applicable third party, wherein the transmission of the parameters comprises the time interval parameter (1011, 2011) of an airport closure and an airport identification (1012, 2012), and wherein in case the airport closure is triggered by a third party, the stack can be dynamically incremented with the transmitted time interval parameter (1011, 2011), otherwise the stack cannot be incremented.

6. Method for risk sharing of a variable number of risk exposed fleet aircraft (81, …, 84) by means of an automated, self-sufficient system (1) related to airspace risks, by pooling the resources of the risk exposed fleet aircraft (81, …, 84) and by providing self-sufficient risk protection for the risk exposed fleet aircraft (81, …, 84) to prevent emergency landing or damage following a natural disaster event by means of the system (1), wherein the risk exposed fleet aircraft (81, …, 84) is connected to the system (1) by means of a plurality of payment receiving modules, and wherein payments from the risk exposed fleet aircraft (81, …, 84) are received and stored by means of the plurality of payment receiving modules for risk and pooling of resources of the risk exposed fleet aircraft (81, …, 84), and wherein an automated transfer of risk exposure associated with a fleet of aircraft is provided by the resource pooling system (1), characterized by:

receiving the transmitted flight plan parameters (102, 202) of the pooled risk exposure aircraft fleet (81, …, 84) by means of a capturing device, wherein the transmitted flight plan parameters (102, 202) are filtered by means of a filtering module to filter out airport indicators indicating an airport (91, …, 94) to which the corresponding pooled risk exposure aircraft fleet (81, …, 84) flies, and wherein the detected airport (91, …, 94) is stored by means of the filtered airport indicators (1012, 2012) to a table element (101, 201) of a selectable triggering table (103, 203) assigned to the aircraft fleet identifier of the corresponding pooled risk exposure aircraft fleet,

a triggering module (4) dynamically triggers an airport data flow path to switch on a ground station (911, …, 914) located at the outgoing airport (91, …, 94) of a flight plan (102, 202), wherein the ground station (911, …, 914) is linked to a core engine (2) via a communication network (50, 51), wherein the triggering module (4) dynamically triggers an airport data flow path to switch on a ground station (911, …, 914) via the communication network (50, 51), and wherein in case of a triggering of an occurrence of an airport closure of one of the airports (91, …, 94) comprised in the selectable trigger table (103, 203), a time interval parameter (1011, 2011) of the triggered airport (91, …, 94),

for each triggered occurrence of an airport closure of one of the airports (91, …, 94) of the selectable trigger table (103, 203), matching, by means of a core engine (2), operational parameters of the corresponding table element (101, 201) with natural disaster event data comprised in a predefined searchable natural disaster event table to determine possible correlation of the airport closure with an occurrence of a natural disaster event comprised in the searchable natural disaster event table, wherein the resource pooling system (1) further dynamically detects occurrence of a natural disaster event and sets appropriate indicator markers in the corresponding risk table elements and stores the correlated natural disaster event data and/or measures parameters indicative of at least time of occurrence of a natural disaster event and/or affected area, and wherein, the system (1) is connected to suitable sensors or measuring devices for the detection of the occurrence of such natural disaster events,

the predefined searchable table of natural disaster events comprises table elements for each predefined risk transferred to the resource pooling system (1), wherein each risk is related to parameters defining a table element of natural disaster events, and wherein the resource pooling system (1) further comprises means for: the apparatus is for dynamically detecting the occurrence of such natural disaster events and setting appropriate indicator flags in corresponding risk table elements, and storing relevant natural disaster event data and/or measuring parameters indicative of at least the time of occurrence of the natural disaster event and/or the affected area,

-in case the correlation is established by the core engine (2), -setting a corresponding trigger flag to the assigned risk exposure fleet of aircraft (81, …, 84) of the airport indicator (1012, 2012) of triggered airport closure by means of the core engine (2), and-assigning a parameterized payment transfer to the corresponding trigger flag, wherein-by means of the system (1), -a dynamically scalable loss coverage with a definable upper coverage limit for aircraft fleets, -the assigning of a parameterized payment transfer to a corresponding trigger flag is automatically activated only in case the transmission comprises a definable minimum number of airport identifications assigned to airport closures creating an implicit geographical range of closed airports of the flight plan, and wherein the core engine (2) comprises an additional filtering module (5), the additional filter module (5) dynamically increments a time-based stack with the transmitted time interval parameter (1011, 2011) on the basis of the selectable trigger table (103, 203) and activates an assignment of a parameterized payment transfer to the corresponding trigger flag by means of the additional filter module (5) in the event that a threshold value triggered with respect to the incremented stack value is reached, and

the loss associated with the triggered airport shutdown is covered discriminatively by the system (1) based on the respective trigger flag and based on the received and stored payment parameters from the pooled risk exposure fleet (81, …, 84), by a parameterized transfer from the system (1) to the corresponding risk exposure fleet (81, …, 84), by an automatically activated damage recovery system (7) operated or manipulated by means of the generated output signal of the fault deployment device (6) of the system (1).

7. The method of claim 6, wherein the threshold triggered on the incremented stack value is set to 5 or more days and 10 or less days.

8. The method according to claim 6 or 7, wherein said assigning of a transfer of parameterized payments to corresponding trigger markers is activated only in case said transmission comprises a definable minimum number of airport identities assigned to airport closings, thereby creating an implicit geographical range of closed airports of the flight plan.

9. The method according to claim 6, wherein the assignment of the transfer of parameterized payments to corresponding trigger markers is automatically activated by means of the system (1) for a dynamically scalable loss coverage of a fleet of aircraft (41, …, 44) with a definable upper coverage limit, and wherein the payments are automatically scaled based on the likelihood of the risk exposure of a particular fleet of aircraft (41, …, 44).

10. Method according to claim 6, wherein risk related fleet aircraft data is processed by means of a component module and the probability of risk exposure of a fleet aircraft (41, …, 44) is provided based on the risk related fleet aircraft data, wherein fleet aircraft (41, …, 44) are connected to the resource pooling system by means of the plurality of payment receiving modules configured to receive and store payments from pooled fleet aircraft (41, …, 44) for pooling of their risk, and wherein the payments are scaled automatically based on the probability of risk exposure of a specific fleet aircraft (41, …, 44).

11. Method according to claim 6, wherein the additional filtering module (5) of the core engine (2) comprises additional triggering means for triggering in case the transmission from the triggering module (4) is caused by an applicable third party, wherein the transmission of parameters comprises the time interval parameters (1011, 2011) and an airport identification (1012, 2012) of an airport closure, and wherein in case the airport closure is caused by a third party, the stack is dynamically incremented with the transmitted time interval parameters (1011, 2011), otherwise the stack is kept unchanged.