U.S. patent application number 14/413947 was filed with the patent office on 2015-06-18 for self-sufficient resource-pooling system for risk sharing of airspace risks related to natural disaster events.
This patent application is currently assigned to SWISS REINSURANCE COMPANY LTD.. The applicant listed for this patent is SWISS REINSURANCE COMPANY LTD.. Invention is credited to Oliver Dlugosch, Christopher Maximilian Merl.
Application Number | 20150170311 14/413947 |
Document ID | / |
Family ID | 48783238 |
Filed Date | 2015-06-18 |
United States Patent
Application |
20150170311 |
Kind Code |
A1 |
Dlugosch; Oliver ; et
al. |
June 18, 2015 |
SELF-SUFFICIENT RESOURCE-POOLING SYSTEM FOR RISK SHARING OF
AIRSPACE RISKS RELATED TO NATURAL DISASTER EVENTS
Abstract
The invention relates to a self-sufficient resource-pooling
system (1) for risk sharing of a variable number of risk exposed
aircraft fleets (81, . . . , 84) related to airspace risks, wherein
resources of the risk exposed aircraft fleets (81, . . . , 84) are
pooled by the system (1) and a self-sufficient risk protection is
provided for the risk exposed aircraft fleets (81, . . . , 84) by
means of the system (1) preventing imminent grounding or
operational collapse as a consequence of an occurrence of a natural
disaster events, such as volcanic eruptions. The risk exposed
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 exposed aircraft fleets
(81, . . . , 84) for the pooling of their risks and resources and
loss cover is provided based on the pooled resources and risks by
means of the system (1).
Inventors: |
Dlugosch; Oliver;
(Traunreut, DE) ; Merl; Christopher Maximilian;
(Muenchen, DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SWISS REINSURANCE COMPANY LTD. |
Zuerich |
|
CH |
|
|
Assignee: |
SWISS REINSURANCE COMPANY
LTD.
Zuerich
CH
|
Family ID: |
48783238 |
Appl. No.: |
14/413947 |
Filed: |
July 10, 2013 |
PCT Filed: |
July 10, 2013 |
PCT NO: |
PCT/EP2013/064584 |
371 Date: |
January 9, 2015 |
Current U.S.
Class: |
705/7.12 |
Current CPC
Class: |
G08G 5/0034 20130101;
G06Q 10/047 20130101; G08G 5/0091 20130101; G06Q 40/08 20130101;
G08G 5/00 20130101; G06Q 40/02 20130101; G06Q 10/06313 20130101;
G08G 5/0026 20130101; G08G 5/0056 20130101; G06Q 50/30 20130101;
G08G 5/0013 20130101; G08G 5/0017 20130101; G06Q 10/06
20130101 |
International
Class: |
G06Q 50/30 20060101
G06Q050/30; G06Q 10/06 20060101 G06Q010/06; G08G 5/00 20060101
G08G005/00; G06Q 10/04 20060101 G06Q010/04 |
Foreign Application Data
Date |
Code |
Application Number |
Jul 10, 2012 |
EP |
PCT/EP2012/063482 |
Claims
1. Self-sufficient resource-pooling system (1) related to airspace
risks for risk sharing of a variable number of risk exposed
aircraft fleets (81, . . . , 84) by pooling resources of the risk
exposed aircraft fleets (81, . . . , 84) and by providing a
self-sufficient risk protection based on the pooled resources for
the risk exposed aircraft fleets (81, . . . , 84) by means of the
resource-pooling system (1), wherein risk exposed 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 exposed aircraft fleets (81, . . . ,
84) for the pooling of their risks and resources, characterized, in
that the system (1) comprises capturing means to receive
transmitted fight plan parameters (102, 202) of the pooled risk
exposed aircraft fleets (81, . . . , 84), wherein by means of a
filter module the transmitted fight plan parameters (102, 202) are
filtered for the detection of airport indicators indicating flown
to airports (91, . . . , 94) by the corresponding pooled risk
exposed aircraft fleet (81, . . . , 84), and wherein by means of
the filtered airport indicators (1012, 2012) detected airports (91,
. . . , 94) are stored to a table element (101, 201) of a
selectable trigger-table (103, 203) assigned to an aircraft fleet
identifier of the corresponding pooled risk exposed aircraft fleet,
in that the system (1) comprises a trigger module (4) dynamically
triggering on an airport data flow pathway of ground stations (911,
. . . , 914) situated at said flown to airports (91, . . . , 94)
based on the stored airport indicators of the trigger-table (103,
203), 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), operational parameters
of the triggered airport (91, . . . 94) comprising at least time
interval parameters (1011, 2011) of the airport closing are
captured and stored assigned to the corresponding table element
(101, 201), in that for each triggered occurrence of an airport
closing of one of the airports (91, . . . , 94) assigned to a table
element (101, 201) of the selectable trigger-table (103, 203), the
captured operational parameters of the airport closing are matched
with natural disaster event data comprised in a predefined
searchable table of natural disaster events in order to relate the
airport closing to an occurrence of a natural disaster event
comprised in the searchable table of natural disaster events by
means of the core engine (2), in that in case that a match is
established by the core engine (2), a corresponding trigger-flag is
set by means of the core engine (2) to the assigned risk exposed
aircraft fleets (81, . . . , 84) of the airport indicator (1012,
2012), and a parametric transfer of payments is assigned to this
corresponding trigger-flag, wherein a loss associated with the
triggered airport closing is distinctly covered by the system (1)
based on the respective trigger-flag and based on the received and
stored payment parameters from the pooled risk exposed aircraft
fleets (81, . . . , 84) by the parametric payment transfer from the
system (1) to the corresponding risk exposed aircraft fleets (81, .
. . , 84).
2. Self-sufficient system (1) according to claim 1, wherein the
predefined searchable table of natural disaster events comprises
table elements for each of the predefined risk transferred to the
resource-pooling system 1, wherein each risk is related to
parameters of a table element, defining the natural disaster
events, and wherein the resource pooling system (1) further
comprises means for dynamically detect occurrences of such natural
disaster events and set appropriate indicator flags in the table
element of the corresponding risk together with storing related
natural disaster event data and/or measuring parameters indicating
at least time of occurrence and/or affected region of the natural
disaster event.
3. Self-sufficient system (1) according to one of the claim 1 or 2,
wherein an additional filter module (5) of said core engine (2)
dynamically incrementing a time-based stack with the transmitted
time interval parameters (1011, 2011) based on the selectable
trigger-table (103, 203) and activating the assignment of the
parametric transfer of payments to the corresponding trigger-flag
by means of the filter module (5) if a threshold, triggered on the
incremented stack value, is reached.
4. Self-sufficient system (1) according to claim 3, wherein said
threshold, triggered on the incremented stack value, is set to
bigger-equal 5 and smaller-equal 10 days.
5. Self-sufficient system (1) according to one of the claims 1 to
4, wherein the ground stations (911, . . . , 914) are linked via a
communication network (50,51) to the core engine (2), and wherein
the trigger module (4) is dynamically triggering on the airport
data flow pathway of ground stations (911, . . . , 914) via said
communication network (50,51).
6. Self-sufficient system (1) according to one of the claims 1 to
5, wherein said assignment of the parametric transfer of payments
to the corresponding trigger-flag is only activated, if said
transmission comprises a definable minimum number of airport
identifications assigned to airport closings thus creating an
implicit geographic spread of the closed airports of the flight
plan.
7. Self-sufficient system (1) according to one of the claims 1 to
5, wherein said assignment of the parametric transfer of payments
to the corresponding trigger-flag is automated activated by means
of the system (1) for a dynamically scalable loss covering of the
aircraft fleet (41, . . . , 44) with an definable upper coverage
limit.
8. Self-sufficient system (1) according to claim 7, wherein said
upper coverage limit is set to smaller-equal US$ 100 million.
9. Self-sufficient system (1) according to one of the claims 1 to
8, wherein the risk-pooling system (1) comprises an assembly module
to process risk related aircraft fleet data and to provide the
likelihood for said risk exposure a pooled aircraft fleet (41, . .
. , 44) based on the risk related aircraft fleet data, wherein the
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 the
pooled aircraft fleets (41, . . . , 44) for the pooling of their
risks and wherein the payments are automated scaled based on the
likelihood of said risk exposure of a specific aircraft fleet (41,
. . . , 44).
10. Self-sufficient system (1) according to one of the claims 1 to
9, wherein the filter module (5) of said core engine (2) comprises
an additional trigger device for triggering if said transmission
from the trigger module (4) is induced by an applicable third
party, wherein the transmission of the parameters includes said
time interval parameter (1011, 2011) of an airport closing and an
airport identification (1012, 2012), and wherein, if the airport
closing is third-party induced, the stack is dynamically
incrementable with the transmitted time interval parameters (1011,
2011), while otherwise the stack is not incrementable.
11. A method for risk sharing of a variable number of risk exposed
aircraft fleets (81, . . . , 84) by means of a self-sufficient
system (1) related to airspace risks by pooling resources of the
risk exposed aircraft fleets (81, . . . , 84) and by providing a
self-sufficient risk protection for the risk exposed aircraft
fleets (81, . . . , 84) by means of the system (1) preventing
imminent grounding or damages following natural disaster events,
wherein risk exposed aircraft fleets (81, . . . , 84) are connected
to the system (1) by means of a plurality of payment-receiving
modules, and wherein payments from the risk exposed aircraft fleets
(81, . . . , 84) are received and stored by means of the plurality
of payment-receiving modules for the pooling of the risks and
resources of the risk exposed aircraft fleets (81, . . . , 84),
characterized, in that transmitted fight plan parameters (102, 202)
of the pooled risk exposed aircraft fleets (81, . . . , 84) are
received by means of capturing means, wherein by means of a filter
module the transmitted fight plan parameters (102, 202) are
filtered for airport indicators indicating flown to airports (91, .
. . , 94) by the corresponding pooled risk exposed aircraft fleet
(81, . . . , 84), and wherein by means of the filtered airport
indicators (1012, 2012) detected airports (91, . . . , 94) are
stored to a table element (101, 201) of a selectable trigger-table
(103, 203) assigned to an aircraft fleet identifier of the
corresponding pooled risk exposed aircraft fleet, in that a trigger
module (4) dynamically triggers on an airport data flow pathway of
ground stations (911, . . . , 914) situated at said flown to
airports (91, . . . , 94) of the fight plans (102,202), 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), operational parameters of the triggered
airport (91, . . . 94) comprising at least time interval parameters
(1011, 2011) of the airport closing are stored assigned to the
corresponding table element (101, 201) of the selectable
trigger-table (103, 203) based on the triggered airport indicator
(1012, 2012), in that each triggered occurrence of an airport
closing of one of the airports (91, . . . , 94) of the selectable
trigger-table (103, 203), the operational parameters of the
corresponding table element (101, 201) are matched with natural
disaster event data comprised in a predefined searchable table of
natural disaster events in order to determine a possible relation
of the airport closing to an occurrence of a natural disaster event
comprised in the searchable table of natural disaster events by
means of the core engine (2), in that in case that said relation is
established by the core engine (2), a corresponding trigger-flag is
set by means of the core engine (2) to the assigned risk exposed
aircraft fleets (81, . . . , 84) of the airport indicator (1012,
2012) of the triggered airport closing, and a parametric transfer
of payments is assigned to this corresponding trigger-flag, wherein
a loss associated with the triggered airport closing is distinctly
covered by the system (1) based on the respective trigger-flag and
based on the received and stored payment parameters from the pooled
risk exposed aircraft fleets (81, . . . , 84) by the parametric
transfer from the system (1) to the corresponding risk exposed
aircraft fleets (81, . . . , 84).
12. Method according to claim 11, wherein an additional filter
module (5) of said core engine (2) dynamically increments a
time-based stack with the transmitted time interval parameters
(1011, 2011) based on the selectable trigger-table (103, 203) and
activates the assignment of the parametric transfer of payments to
the corresponding trigger-flag by means of the filter module (5) if
a threshold, triggered on the incremented stack value, is
reached.
13. Method according to claim 12, wherein said threshold, triggered
on the incremented stack value, is set to bigger-equal 5 and
smaller-equal 10 days.
14. Method according to one of the claims 11 to 13, wherein the
ground stations (911, . . . , 914) are linked via a communication
network (50,51) to the core engine (2), and wherein the trigger
module (4) dynamically triggers on the airport data flow pathway of
ground stations (911, . . . , 914) via said communication network
(50,51).
15. Method according to one of the claims 11 to 14, wherein said
assignment of the parametric transfer of payments to the
corresponding trigger-flag is only activated, if said transmission
comprises a definable minimum number of airport identifications
assigned to airport closings thus creating an implicit geographic
spread of the closed airports of the flight plan.
16. Method according to one of the claims 11 to 15, wherein said
assignment of the parametric transfer of payments to the
corresponding trigger-flag is automated activated by means of the
system (1) for a dynamically scalable loss covering of the aircraft
fleet (41, . . . , 44) with an definable upper coverage limit.
17. Method according to claim 16, wherein said upper coverage limit
is set to smaller-equal US$ 100 million.
18. Method according to one of the claims 11 to 17, wherein risk
related aircraft fleet data is processed by means of an assembly
module and the likelihood for said risk exposure of an aircraft
fleet (41, . . . , 44) is provided based on the risk related
aircraft fleet data, wherein the 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 the pooled aircraft fleets (41, . . . , 44) for
the pooling of their risks and wherein the payments are automated
scaled based on the likelihood of said risk exposure of a specific
aircraft fleet (41, . . . , 44).
19. Method according to one of the claims 11 to 18, wherein the
filter module (5) of said core engine (2) comprises an additional
trigger device for triggering if said transmission from the trigger
module (4) is induced by an applicable third party, wherein the
transmission of the parameters includes said time interval
parameter (1011, 2011) of an airport closing and an airport
identification (1012, 2012), and wherein, if the airport closing is
third-party induced, the stack is dynamically incremented with the
transmitted time interval parameters (1011, 2011), while otherwise
the stack is left unchanged.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a self-sufficient
resource-pooling system for risk sharing of a variable number of
risk exposed aircraft fleets related to airspace risks. Especially,
it concerns systems and appropriate signal generation of automated,
self-sufficient resource-pooling systems, wherein by means of the
resource-pooling system flight interruption risks for of a variable
number of aircraft fleets and/or aircraft operators is sharable by
providing a self-sufficient risk protection for a risk exposure of
the aircraft fleets and/or aircraft operators.
BACKGROUND OF THE INVENTION
[0002] Starting in the early twenties century, the importance of
air-transportation has drastically increased. Incentivized by the
globalization of the markets in the last twenty years, the quantity
of goods and people transported via aircraft has further increased
enormously worldwide. However, also the pressure for cheap
increased, resulting in a dumping of prices and finally to the
collapse of major airlines and aircraft operators at the beginning
of the 21th century. Nowadays, the price margins in
air-transportation are extremely low, which forces the aircraft
operators to a tight structure with only small financial buffer in
case of business interruption. In general after 10 days without
generating revenue in the sense of pooled returns due to performed
operation, most of the major airlines would face the serious risk
to be forced to stop operation or rather to be out of business.
Thus there is a genuine interest in obtaining coverage to such risk
exposure of operation interruption. Economically, to be capable of
sustaining longer periods of business interruption can also have
the advantage of providing more securities for rating agencies or
involved third parties.
[0003] An example for this demand is revealed by the newest
aircraft history. The volcano activities in Iceland 2010 and the
subsequent closure of airspace led to an estimate loss of $1.7 bn
for the airline industry. During the period of April 15th and April
21st almost the entire European airspace was closed resulting in
cancellation of all flights in, to and from Europe. In the
aftermath the airlines seek risk transfer by means of insurance
technology or state compensation or other means to cover such
unforeseeable events and ensure operation of the aircraft fleets.
In the state of the art, there is no non damage coverage system
available as the covers are technically difficult to design due to
inter alia (i) no standards for critical ash concentrations or good
measurement systems exist, and (ii) the desire for broader risk
transfer and coverage, not just limited to volcanic ash. The
related technology should also be able to cover risk events as 1)
strikes, riots etc., 2) war, hijacking, terror (for example as per
AVN48), 3) pandemic-based risks. The technology should provide the
conditions that the operation of aircraft fleets in the airline
industry as well as airports, which have struggled heavily during
the last years due to flights that were cancelled, and thus not
being able to provide any source of revenues for this time, can be
technically stabilized. In the case of cancelled flights, despite
the fact that variable costs can be saved, the portion of fixed
costs and extra costs for aircraft/crew and operations rescheduling
still remain. In addition airlines operating to and from Europe
have to compensate passengers for their cancelled trips. The origin
of these cancellations is either influenced by weather or the
airline/airport and also Air Traffic Control (ATC). In the state of
the art systems, there is no automated system or any sort of damage
and operation cover providing relief in case flights are cancelled
without a physical damage. Due to this fact aircraft fleet
operators as well as airport operators are demanding a sort of
damage covering system for cancelled flights.
Technical Objects of the Invention
[0004] It is an object of this invention to provide self-sufficient
operable system and the technical means and method thereof for
emergency interception preventing imminent grounding or damages of
aircraft fleets following natural disaster events or terroristic
activities. It is a further object of the present invention to
provide a resource-pooling system and an appropriately method for
the automated transfer of risk exposure associated to the aircraft
fleets. The system shall provide a stable operation to threats to
the survival of the system, as well as to threats undermining the
operation of the system and/or limit its ability to meet the set
objectives. It should be capable of implementing appropriate and
effective risk management features, and broadly adopt the necessary
technical approach. It is yet a further object of the present
invention to provide a system, which enhances through its stable
operating risk management structure the system's credibility and
lowered risk by improved operations and increased sustainability,
which allows the systems to be operated at low risk.
SUMMARY OF THE INVENTION
[0005] According to the present invention, these objects are
achieved particularly through the features of the independent
claims. In addition, further advantageous embodiments follow from
the dependent claims and the description.
[0006] According to the present invention, the above-mentioned
objects are particularly achieved in that for risk sharing of a
variable number of risk exposed aircraft fleets by means of a
self-sufficient system related to airspace risks, resources of the
risk exposed aircraft fleets are pooled by means of the system and
a self-sufficient risk protection for the risk exposed aircraft
fleets is provided by means of the system preventing imminent
grounding or losses as a consequence of a natural disaster events,
wherein risk exposed aircraft fleets are connected to the system by
means of a plurality of payment-receiving modules, and wherein
payments from the risk exposed aircraft fleets are received and
stored by means of the plurality of payment-receiving modules for
the pooling of the risks and resources of the risk exposed aircraft
fleets, in that transmitted fight plan parameters of the pooled
risk exposed aircraft fleets are received by means of capturing
means, wherein by means of a filter module the transmitted fight
plan parameters are filtered for airport indicators indicating
flown to airports by the corresponding pooled risk exposed aircraft
fleet, and wherein by means of the filtered airport indicators
detected airports are stored to a table element of a selectable
trigger-table assigned to an aircraft fleet identifier of the
corresponding pooled risk exposed aircraft fleet, in that a trigger
module dynamically triggers on an airport data flow pathway of
ground stations situated at said flown to airports of the fight
plans, wherein in case of a triggering of an occurrence of an
airport closing of one of the airports comprised in the selectable
trigger-table, operational parameters of the triggered airport
comprising at least time interval parameters of the airport closing
are stored assigned to the corresponding table element of the
selectable trigger-table based on the triggered airport indicator,
in that each triggered occurrence of an airport closing of one of
the airports of the selectable trigger-table, the operational
parameters of the corresponding table element are matched with
natural disaster event data comprised in a predefined searchable
table of natural disaster events in order to determine a possible
relation of the airport closing to an occurrence of a natural
disaster event comprised in the searchable table of natural
disaster events by means of the core engine, in that in case that
said relation is established by the core engine, a corresponding
trigger-flag is set by means of the core engine to the assigned
risk exposed aircraft fleets of the airport indicator of the
triggered airport closing, and a parametric transfer of payments is
assigned to this corresponding trigger-flag, wherein a loss
associated with the triggered airport closing is distinctly covered
by the system based on the respective trigger-flag and based on the
received and stored payment parameters from the pooled risk exposed
aircraft fleets by the parametric transfer from the system to the
corresponding risk exposed aircraft fleets. The invention has,
inter alia, the advantage that the system provides the technical
means to provide an self-sufficient risk protection for risk
sharing of a variable number of risk exposed aircraft fleets,
wherein the risk is related to the occurrence of natural disaster
event as for example volcanic eruption or terroristic attacks. The
system further has the advantage that it is able to provide the
technical means for risk pooling and loss coverage of events, which
technically are difficult to capture. For example, there exist no
standards for critical ash concentrations or even good measurement
systems. Even the system has the advantage that it is not limited
to measurements and triggering of the occurrence of volcanic ash,
but allows to pool a much broader spectrum of risks. Further, in
general after 10 days, airlines would face the serious risk to be
out of business without generating revenue. It is one of the
advantages of the system that it provides this coverage and
improves their ability to sustain longer periods of business
interruption. The system allows capturing all kind of risks as e.g.
risk based on atmospheric conditions (example: volcanic ash),
and/or meteorological conditions (example: flood, earthquake,
storm, wind, rain), and/or seismic conditions (example:
earthquake). However, also rare risk events can be captured as
riots, strikes, war, pandemic events and instrument/equipment
failures (e.g. GPS outage) without having the system operation
adapted. The system also provides the technical means to allow a
transparent, parametric risk cover. For example the coverage is
provided pro rata related to the number of cancelled flights. E.g.
a possible formula could be the number of cancelled flights/number
of scheduled flights for the period in which airspace is closed
times the limit. This allows an easy measure of the effectively
occurred loss. By linking to any possible event, stored in the
searchable table, it allows to safely trigger the closure of
airspace by a third party authority or the closure of an airport by
the operator in conjunction with an annual aggregate of 5-10 days
linked to any one event or any other condition. This allows a
flexible architecture of the system, which is not provided by any
system of the state of the art. Typically, such resource-pooling
systems for risk transfer of risk exposed components need special
adapted means to geographic or regional particularities. The
present system has the advantage that is does not show any of such
limitations or adaption need, but can be operated worldwide since
it couples the risk and the loss directly.
[0007] In an embodiment variant, an additional filter module of
said core engine dynamically increments a time-based stack with the
transmitted time interval parameters based on the selectable
trigger-table and activates the assignment of the parametric
transfer of payments to the corresponding trigger-flag by means of
the filter module if a threshold, triggered on the incremented
stack value, is reached. Said threshold, triggered on the
incremented stack value, can e.g. be set to bigger-equal 5 and
smaller-equal 10 days. Further, the ground stations can be linked
via a communication network to the core engine, and the trigger
module can dynamically trigger on the airport data flow pathway of
ground stations via said communication network. Said assignment of
the parametric transfer of payments to the corresponding
trigger-flag can e.g. only be activated, if said transmission
comprises a definable minimum number of airport identifications
assigned to airport closings thus creating an implicit geographic
spread of the closed airports of the flight plan. As a further
variant, said assignment of the parametric transfer of payments to
the corresponding trigger-flag can e.g. automated be activated by
means of the system for a dynamically scalable loss covering of the
aircraft fleet with an definable upper coverage limit. In an other
embodiment variant, said upper coverage limit can e.g. be set to
smaller-equal US$ 100 million. It is also possible that risk
related aircraft fleet data can be processed by means of an
assembly module and the likelihood for said risk exposure of an
aircraft fleet can be provided based on the risk related aircraft
fleet data, wherein the aircraft fleets are 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 automated scaled based on the likelihood of said
risk exposure of a specific aircraft fleet. These embodiment
variants have inter alia the same advantages as the first
embodiment variant.
[0008] In a further embodiment variant, the filter module of said
core engine can e.g. comprise an additional trigger device for
triggering if said transmission from the trigger module is induced
by an applicable third party, whereas the transmission of the
parameters includes said time interval parameter of an airport
closing and an airport identification, and wherein if the airport
closing is third-party induced the stack is dynamically incremented
with the transmitted time interval parameters while otherwise the
stack is left unchanged. In other words, the incrementation of the
stack (viz. the increase of the stack value) by a time period of an
airport closing is only performed, if the signal of the additional
trigger devices confirms that the airport closing is caused based
e.g. on a third party or third party order of an applicable third
party or the like. Third-party induced, i.e. induced by an
applicable third party, means that the airport is closed based on
intervention of a state authority as for example the official
aeronautical authority, police or military intervention. In
general, the additional trigger device can e.g. also trigger if the
airport closing is not self-induced respectively induced by
external effects (e.g. complete closing of the airspace),
authorities etc., which are not under the control of the airport
operator. Applicable means that the third parties, which are
triggered on by means of the trigger device are definable as system
variables either as predefined parameters or as parameter, which
can be accessed by the system, for example over the network from an
appropriate data server on request or periodically. This embodiment
variant as inter alia the advantage that the systems becomes stable
against possible fraud or arbitrary acts by the airport
operator.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The accompanying drawings incorporated in and forming part
of the specification illustrate several aspects of the present
invention, and together with the description, serve to explain in
more detail, by way of example, the principles of the invention. In
the drawings:
[0010] FIG. 1 shows a block diagram illustrating schematically an
exemplary configuration of the underlying technical structure for
the risk transfer of a system according to the present invention.
The reference numeral 1 refers to an system according to the
invention, reference numeral 2 to core engine, 3 to a receiver or
electronic receiver module, 4 to a trigger module, 5 to an
appropriately realized filter module, 6 to a failure deployment
device generating an technical output or activation signal, and 7
to an automated activatable loss covering system operated or
steered by the system 1 or the core engine 2 of the system 1.
[0011] FIG. 2 shows a diagram illustrating schematically an
aggregate exposure example of a possible closure of US East Coast
airspace. 7-day closure of US East Cost Airspace and its 7 major
airports will affect 19.2% of planned flights for selected
airlines
[0012] FIG. 3 shows a diagram illustrating schematically an
aggregate exposure example of a possible closure of Northwest
European airspace. 7-day closure of Northwest European Airspace and
its 7 major airports will affect 17.9% of planned flights for
selected airlines.
[0013] FIG. 4 and FIG. 5 shows a diagram illustrating schematically
a sequence of steps. FIG. 4 shows an exemplary waiting period of 10
days, i.e. the system triggers on the time interval of 10 days for
example after the first closing of an airport. The damage covering
output signal can be generated e.g. based on (Number of canceled
flights during the period)/(Number of planned flights during the
7/10 days), initiating for example an automated payout. This is
that the trigger of the system 1 or rather the filter module 5
activates the automated damage covering system 7 by means of the
output signal 61 of the failure deployment device 6. FIG. 5 shows
exemplary a system, where for example the automated pay-out is
initiated if the airport closures are bigger than a trigger
threshold value, based on (Number of canceled flights in the closed
period>trigger)/(Number of planned flights during the
period).
[0014] FIG. 6 shows a diagram illustrating schematically a time
sequence of an event where 19.2% of planned flights were cancelled
(of insured airline). The number of cancelled flight can lead to an
output signal 61 initiating for example the covering of an
automated payout $19.2 m out of an absolute covering threshold of
$100 m limit of the related system 1. FIG. 6 shows where the
threshold is triggered due to the proceeding of the catastrophic
eruption event.
[0015] FIG. 7 and FIG. 8 show diagrams illustrating schematically
exemplary underlying probability estimates. FIG. 7 illustrates an
estimate for events of airspace closure which are longer than 10
days, i.e. >10 days, while FIG. 8 illustrates an estimate for
events of airspace closure which are longer than 2 days, i.e. >2
days. The example of FIG. 7 is based on the EU-wide closure of 2010
due to volcanic ash clouds of 6 days. FIG. 8 is based on the
examples of the hurricane affecting New Orleans in 2005 by
providing airport closings of 16 days and of the hurricane
affecting Ft. Lauderdale also in 2005 providing airport closings of
5 days.
[0016] Reference will now be made in detail to the present
invention examples, which are illustrated in the accompanying
drawings.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0017] In FIG. 1, reference numeral 1 refers to an self-sufficient
resource-pooling system according to the invention, reference
numeral 2 to a core engine, 3 to a receiver module, 4 to a trigger
module, 5 to an appropriately realized filter module, 6 to a
failure deployment device generating an technical output or
activation signal, and 7 to an automated activated damage
recovering system operated or steered by the output signal. The
system 1 technically prevents imminent grounding of aircraft fleets
81, . . . , 84 as a consequence of natural disaster events,
pandemics or terroristic activities by providing loss coverage of
aircraft fleets 81, . . . , 84 based on pooled resources and risks.
The natural disasters, which can lead to an airport closings can
comprise all possible catastrophic events, which are inter alia
measurable based on atmospheric conditions (example: volcanic ash),
meteorological conditions (example: flood, earthquake, storm, wind,
rain), and/or seismic conditions (example: earthquake). However, in
specific embodiment variants, the system 1 can also be assigned to
riots, strikes, war, pandemic events and instrument/equipment
failures (e.g. GPS outage). FIG. 2 shows schematically an aggregate
exposure example of a possible closure of US East Coast airspace.
7-day closure of US East Cost Airspace and its 7 major airports
will affect 19.2% of planned flights for selected airlines. The
following table 1 illustrates the affected airports and
closings.
TABLE-US-00001 TABLE 1 British Air United Continental Delta
Lufthansa Airways France Airlines American Airlines Airlines Total
(DLH) (BAW) (AFR) UAL (AMR) (COA) (DAL) Airport Sample 168 203 161
1.232 2.359 2.093 7.588 13.804 Weekly Departures Sample 336 406 322
2.436 4.606 4.067 14.609 26.782 Weekly Flights Exposure 38.365
10.921 23.805 7.751 21.780 15.254 21.687 139.562 Weekly Share 9%
3.7% 1.4% 31.4% 21.1% 26.7% 67.4% 19.2%
[0018] Further, FIG. 3 schematically shows an aggregate exposure
example of a possible closure of Northwest European airspace. 7-day
closure of Northwest European Airspace and its 7 major airports
will affect 17.9% of planned flights for selected airlines. The
following table 2 illustrates the affected airports and
closings.
TABLE-US-00002 TABLE 2 British Air United Continental Delta
Lufthansa Airways France Airlines American Airlines Airlines Total
(DLH) (BAW) (AFR) UAL (AMR) (COA) (DAL) Airport Sample 3.507 3.395
5.397 98 168 84 224 12.873 Weekly Departures Sample 6.895 6.580
10.416 196 336 168 448 25.039 Weekly Flights Exposure 38.365 10.921
23.805 7.751 21.780 15.254 21.687 139.562 Weekly Share 18.0% 60.3%
43.8% 2.5% 1.5% 1.1% 2.1% 17.9%
[0019] The system 1 comprises capturing means to receive
transmitted fight plan parameters 102, 202 of the pooled risk
exposed aircraft fleets 81, . . . , 84. The fight plan parameters
102, 202 should at least comprise airport (91, . . . , 94)
indicators and parameters allowing determining frequency of
approaching and/or landing and/or departures of aircrafts of a
specific aircraft fleet 81, . . . , 84. However, the fight plan
parameters are in general a set of measurable factors, that allow
determining the operation of a specific aircraft fleet 81, . . . ,
84 and determine the planned behavior of its aircrafts, such as the
before-mentioned approaching and/or landing and/or departures
indicators of airports, also possibly comprising other flight
parameter including ground sampled distance (GSD), longitudinal
overlap degree (xp), side overlap degree (q), overfight parameters
for specific regions, parameters of Air Traffic Control (ATC)
decision support tools including associated parameters for the
prediction or planning of four-dimensional (time-related) aircraft
trajectories, linked aircraft state data, predicted atmospheric
state data and/or any fight intent data and/or parameters related
to approach and landing systems or ground control systems.
[0020] By means of a filter module, the transmitted fight plan
parameters 102, 202 are filtered for airport indicators indicating
flown to airports 91, . . . , 94 of the corresponding pooled risk
exposed aircraft fleet 81, . . . , 84. Further, the filtered and
detected airport 91, . . . , 94 are stored to a table element 101,
201 of a selectable trigger-table 103, 203 assigned to an aircraft
fleet identifier of a corresponding pooled risk exposed aircraft
fleet by means of the filtered airport indicators 1012, 2012.
Further, also frequency or overflight parameter can preferably be
filtered and stored to the corresponding table element 101, 201. In
a variant, the system 1 can comprises a selectable trigger-table
103/203 for each pooled aircraft fleet 81, . . . , 84, which is
assigned to the flight plan 102, 202 of the aircraft fleet 81, . .
. , 84. The selectable hash table 103/203 comprises table elements
101/201. Each table element 101/201 comprises operational
parameters of an airport 91, . . . , 94. The airports 91, . . . ,
94 covered by the table elements 101, 201 are airports 91, . . . ,
94, which are flown to according the fight plan 102/202 of the
aircraft fleet 81, . . . , 84 by the aircrafts of the aircraft
fleet 81, . . . , 84.
[0021] For the present system 1, at each of said flown to airports
91, . . . , 94 of the fight plan 102/202 at least one ground
station 911, . . . , 914 is situated. The ground stations 911, . .
. , 914 are linked via a communication network 50/51 to a core
engine 2 of the system 1. The ground stations 911, . . . , 914 may
be part of an aviation system part for example of a technical
system of an operator of an aircraft fleet 81, . . . , 84, such as
of an airline or air cargo/air freight transport company, but also
of a manufacturer of aircraft, such as Airbus or Boeing etc., or
flight monitoring services of a flight system of the airports 91, .
. . , 94. The aircrafts of the aircraft fleet 81, . . . , 84 may
comprise, for example, aircrafts for cargo transport and/or
passenger transport and/or air ships, such as zeppelins, or even
shuttles or other flight means for space travel. The aircraft fleet
81, . . . , 84 can likewise comprise motorized and non-motorized
flight means, in particular gliders, power gliders, hang gliders
and the like.
[0022] The system 1 comprises a trigger module 4, which dynamically
triggers on an airport data flow pathway of ground stations 911, .
. . , 914 situated at said flown to airports 91, . . . , 94 based
on the stored airport indicators of the trigger-table 103,203. In
case of a triggering of an occurrence of an airport closing of one
of the airports 94 comprised in the selectable trigger-table 103,
203, operational parameters of the triggered airport 91, . . . 94
comprising at least time interval parameters 1011, 2011 of the
airport closing are stored assigned to the corresponding table
element 101, 201 of the related airport indicator 1012, 2012. The
ground stations 911, . . . , 914 can e.g. be linked via a
communication network 50,51 to the core engine 2, wherein the
trigger module 4 is dynamically triggering on the airport data flow
pathway of ground stations 911, . . . , 914 via said communication
network 50,51. For each triggered occurrence of an airport closing
of one of the airports 91, . . . , 94 assigned to a table element
101, 201 of the selectable trigger-table 103, 203, the assigned
operational parameters of the airport closing are matched with
natural disaster event data comprised in a predefined searchable
table of natural disaster events in order to relate the airport
closing to an occurrence of a natural disaster event comprised in
the searchable table of natural disaster events by means of the
core engine 2.
[0023] The predefined searchable table of natural disaster events
comprises table elements for each of the predefined risk
transferred to the resource-pooling system 1. In particular, these
risks comprise parameters, defining the natural disaster events, as
for example volcanic eruptions or earthquakes etc., which risks for
an occurrence is transferred to the resource pooling system 1. The
resource pooling system 1 further comprises means for dynamically
detect occurrences of such natural disaster events and set
appropriate indicator flags in the table element of the
corresponding risk together with storing related natural disaster
event data and/or measuring parameters indicating at least time of
occurrence and/or affected region of the natural disaster event.
The means for dynamically detect occurrences of such natural
disaster event can e.g. comprise interfaces to access appropriate
early warning systems and/or airspace measuring and observation
systems or the system 1 can even be directly connected or linked to
appropriate sensors or measuring devices allowing the detection of
the occurrence of such natural disaster events.
[0024] In that in case that said relation can be established
between the airport closing and the occurrence of a detected
natural disaster event by the core engine 2, a corresponding
trigger-flag is set by means of the core engine 2 to the assigned
risk exposed aircraft fleets 81, . . . , 84 of the airport
indicator 1012, 2012 of the triggered airport closing. Based on the
trigger-flags, the resource-pooling system assigns a parametric
transfer of payments to this corresponding trigger-flag, wherein a
loss associated with the triggered airport closing is distinctly
covered by the system 1 based on the respective trigger-flag and
based on the received and stored payment parameters from the pooled
risk exposed aircraft fleets 81, . . . , 84 by the parametric
transfer from the resource-pooling system 1 to the corresponding
risk exposed aircraft fleets 81, . . . , 84.
[0025] As an embodiment variant, a receiver 3 or receiver unit 3 of
said core engine 2 receives, via a communication network interface
31, a transmission from the trigger module 4. Said transmission
includes at least parameters regarding a time interval parameter
1011/2011 of an airport closing and an airport identification
1012/2012. The time interval parameters 1011/2011 are saved to the
operational parameter of the appropriate table element 101/201
based on the airport identification 1012/2012. The "appropriate"
table element 101/201 is the table element, which includes the
saved parameters of this airport 91, . . . , 94 referenced by the
airport identification 1012/2012. The transmission may also include
further parameters. For example, the parameters may also include
log parameters of aircrafts at the moments situated at a specific
airport 91, . . . , 94, for example, measured value parameters of
the flight management system (FMS) and/or of the inertial
navigation system (INS) and/or of the fly-by-wire sensors and/or
flight monitoring devices of the aircrafts, thereby automatically
detecting or verifying airport closings. The transmission can
comprise an unidirectional or bidirectional end-to-end data and/or
multimedia stream based transmissions for example via an
packet-switched communication network as e.g. an IP network or via
circuit-switched communication network using an appropriate
protocol. Said communication network interface 31 of the receiver 3
can be realized by one or more different physical network
interfaces or layers, which can support several different network
standards. By way of example, this physical layer of the
communication network interface 31 of the receiver 31 may comprise
contactless interfaces for WLAN (Wireless Local Area Network),
Bluetooth, GSM (Global System for Mobile Communication), GPRS
(Generalized Packet Radio Service), USSD (Unstructured
Supplementary Services Data), EDGE (Enhanced Data Rates for GSM
Evolution) or UMTS (Universal Mobile Telecommunications System)
etc. However, these may also be physical network interfaces for
Ethernet, Token Ring or another Wired LAN (Local Area Network). The
reference symbols 50/51 can comprise accordingly various
communication networks, for example a Wireless LAN (based on IEEE
802.1x), a Bluetooth network, a Wired LAN (Ethernet or Token Ring),
or else a mobile radio network (GSM, UMTS, etc.) or a PSTN network.
As mentioned, the physical network layer of the communication
network interface 31 may be not only packet-switched interfaces, as
are used by network protocols directly, but also circuit-switched
interfaces, which can be used by means of protocols such as PPP
(Point to Point Protocol), SLIP (Serial Line Internet Protocol) or
GPRS (Generalized Packet Radio Service) for data transfer.
[0026] In addition, the receiver 3 or the communication network
interface 31, as well as the ground stations 911, . . . , 914 or
appropriate processing units of the aircraft fleets 81, . . . , 84
or aircraft fleet operators, which are connected via the
communication network interface 31 of the receiver unit 3 to the
core engine 2, can comprises an identification module. Concerning
the receiver 3, this identification module may be implemented in
hardware or at least partially in software and may be connected to
the receiver 3 by means of a contact-based or contactless
communication network interface 31, or may be integrated in the
receiver 3. The same is true for the other mentioned communication
network interfaces, as the network communication interfaces
connecting related aviation systems or processing units of the
aircraft fleets 81, . . . , 84 or aircraft fleet operators. In
particular, the identification module may be in the form of a SIM
card, as are known from the GSM standard. This identification
module can contain, inter alia, the authentication data, which are
relevant for authenticating the related device in the network
50/51. These authentication data may comprise, in particular, an
IMSI (International Mobile Subscriber Identifier) and/or TMSI
(Temporary Mobile Subscriber Identifier) and/or LAI (Location Area
Identity) etc., which are based on the GSM standard. With the
additional implementation of such identification modules, the
system 1 can completely be automated including the generation and
transmission of output signals 61 by means of a failure deployment
device 6 and operation of an automated loss covering system 7.
[0027] The resource-pooling system 1 can comprise e.g. an
additional filter module 5 of said core engine 2, which dynamically
increments a time-based stack with the transmitted time interval
parameters 1011, 2011 based on the selectable trigger-table 103,
203 and activating the assignment of the parametric transfer of
payments to the corresponding trigger-flag by means of the filter
module 5 if a threshold, triggered on the incremented stack value,
is reached. Said threshold, triggered on the incremented stack
value, can e.g. be set to bigger-equal 5 and smaller-equal 10
days.
[0028] As further embodiment variant, said assignment of the
parametric transfer of payments to the corresponding trigger-flag
for example can only activated, if said transmission comprises a
definable minimum number of airport identifications assigned to
airport closings thus creating an implicit geographic spread of the
closed airports of the flight plan. It is also imaginable, that
said assignment of the parametric transfer of payments to the
corresponding trigger-flag is e.g. automated activated by means of
the resource-pooling system 1 for a dynamically scalable loss
covering of the aircraft fleet 41, . . . , 44 with an definable
upper coverage limit. Said upper coverage limit can e.g. be set to
smaller-equal US$ 100 million.
[0029] Preferably, the risk-pooling system 1 further can be
realized to comprise an assembly module to process risk related
aircraft fleet data and to provide the likelihood for said risk
exposure a pooled aircraft fleet 41, . . . , 44 based on the risk
related aircraft fleet data. In this variant, the 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 the pooled aircraft fleets 41, . .
. , 44 for the pooling of their risks and wherein the payments are
automated scaled based on the likelihood of said risk exposure of a
specific aircraft fleet 41, . . . , 44. Finally, the filter module
5 of said core engine 2 can also comprise an additional trigger
device for triggering if said transmission from the trigger module
4 is induced by an applicable third party, wherein the transmission
of the parameters includes said time interval parameter 1011, 2011
of an airport closing and an airport identification 1012, 2012. If
the airport closing is third-party induced, the stack is
dynamically incrementable with the transmitted time interval
parameters 1011, 2011, while otherwise the stack is not
incrementable, i.e. the stack is left unchanged.
[0030] Tables 3 to 6 show an example of such a parametric payment
transfer initiated by the resource-pooling system and based on the
pooled resources and risks. The tables 3 to 6 have to be read as be
covered in on single operational set up of the system 1.
TABLE-US-00003 TABLE 3 Maximum Payout Amount 15'000'000 Cancelled
Departure XS point 400 Payout per cancelled 15'000 departure
Exponential Dist 0.35 Lambda = Option 1: 10 Day Franchise + 10 Days
Overall Expected Loss 101'258 Assumption: Volcano activity in
Iceland lasting more than 7 days one in every 20 years. Probability
of wind bring ash cloud to Europe = 12% Probability of Event
occurring 12% Planned per day 85 Cancelled per day 73.95 Volcano
Europe - 5 major Payout Expected Loss 0.29531191 0.503414696
0.650062251 0.753403036 0.826226057 0.877543572 0.913706414
0.939189937 0.957147873 0.969802617 0.978720264 14'355'000 15'362
0.985004423 15'000'000 11'311 0.989432796 15'000'000 7'971
0.992553417 15'000'000 5'617 0.994752482 15'000'000 3'958
0.996302136 15'000'000 2'789 0.997394159 15'000'000 1'966
0.998163695 15'000'000 1'385 0.998705978 15'000'000 976 0.999088118
15'000'000 2'329 Expected Loss 53'665
TABLE-US-00004 TABLE 4 Exponential Dist 0.2 Lambda = Assumption:
Fire in 100% of years, 1 in 10 closes airport at all. If closed
will last longer than 7 days in 20% of cases Probability of 10%
Event occurring Planned per 85 day Cancelled per 5 day Brush Fire
Payout Expected Loss 0.181269247 0.329679954 0.451188364
0.550671036 0.632120559 0.698805788 0.753403036 0.798103482
0.834701112 0.864664717 0.889196842 970'588 2'381 0.909282047
1'058'824 2'127 0.925726422 1'147'059 1'886 0.939189937 1'235'294
1'663 0.950212932 1'323'529 1'459 0.959237796 1'411'765 1'274
0.96662673 1'500'000 1'108 0.972676278 1'588'235 961 0.977629228
1'676'471 830 0.981684361 1'764'706 3'948 Expected Loss 17'637
TABLE-US-00005 TABLE 5 Exponential 0.29 Dist Lambda = Assumption:
Volcanic Eruption closing airport 1 in 7 years, 20% of these will
last longer than 7 days Probability of 14% Event occurring Planned
per 85 day Cancelled per 4.7 day Volcano Canary Payout Expected
Loss 0.251736432 0.440101633 0.581048451 0.686513819 0.765429712
0.824479599 0.868664479 0.901726414 0.926465456 0.94497678
0.958828129 912'353 1'805 0.969192589 995'294 1'474 0.976947937
1'078'235 1'195 0.982750981 1'161'176 963 0.987093187 1'244'118 772
0.990342302 1'327'059 616 0.992773497 1'410'000 490 0.994592671
1'492'941 388 0.995953893 1'575'882 306 0.996972445 1'658'824 959
Expected Loss 8'967
TABLE-US-00006 TABLE 6 Exponential 0.2 Dist Lambda = Assumption:
Unknown event causing 7% of flights to be cancelled 14 days happens
every 10 years Probability of 10% Event occurring Planned per 85
day Cancelled 5.95 per day Other Payout Expected Loss 0.181269247
0.329679954 0.451188364 0.550671036 0.632120559 0.698805788
0.753403036 0.798103482 0.834701112 0.864664717 0.889196842
1'155'000 2'833 0.909282047 1'260'000 2'531 0.925726422 1'365'000
2'245 0.939189937 1'470'000 1'979 0.950212932 1'575'000 1'736
0.959237796 1'680'000 1'516 0.96662673 1'785'000 1'319 0.972676278
1'890'000 1'143 0.977629228 1'995'000 988 0.981684361 2'100'000
4'698 Expected Loss 20'989
[0031] In the above mentioned embodiment variant, for registering
the communications network interfaces with an associated
identification module for unidirectional or bidirectional unicast
or multicast end-to-end data and/or multimedia stream
transmissions, the resource-pooling system 1 can e.g. comprise a
registering network node with a register unit by using a request to
request a data link to one or more of the communication network
interfaces from the core engine 2 via the contact-based or
contactless communication network interface 31. In principle,
point-to-point connection (unicast) is intended to mean all direct
connections between two network interfaces from point-to-point.
This covers both point-to-point and end-to-end connections. On the
example of the system 1, the point-to-point connections can also
work without an actual switching intermediate unit. The interfaces
can cover communication in the lower network layers (1-3 in the OSI
model). End-to-end connections also cover all connections on the
higher network layers ((4-7 in the OSI model). In the case of
end-to-end communication, an intermediate station can also be used
for said transmission according to the invention. In the embodiment
variant of a multicast-based transmission, multicast denotes data
transmission in groups (multipoint connection). Therefore, an
appropriate multicast setting can be used in the system 1 for
dedicated transmission between the communication network interface
31 of the receiver 3 and associated aviation systems of the pooled
aircraft fleets 81, . . . , 84.
[0032] In the embodiment variant where the connected communication
network interfaces or the resource-pooling system 1 of the pooled
aircraft fleets 81, . . . , 84 respectively the receiver 3 comprise
an identification module as e.g. a SIM card for storing an IMSI,
the interfaces or the aviation systems of the pooled aircraft
fleets 81, . . . , 84 can also comprise means for transmitting the
IMSI for example to the registration module of the system 1 on
request. The IMSI can so be stored in an appropriate user database
of the registration module. To authenticate an identification or
identifier, the registration module can use the extensible
authentication protocol, for example. In case of GSM-based
authentication using a location register, the system 1 can also
comprise an appropriate signaling gateway module for complementing
the logical IP data channel to form signal and data channels in a
GSM network to such a location register. A MAP gateway module can
be used to generate the necessary SS7/MAP functions for
authenticating the interfaces or rather the transmitted
identification stored at the corresponding identification module.
The registration module authenticates the at least one
communication network interface using the user database, e.g. of
the location register, and the signaling gateway module on the
basis of the IMSI of the SIM card. Upon successful authentication
is stored in the user database of the registration module, an
appropriate entry is stored and/or the data link to the one or more
communication network interfaces can be set up e.g. by means of the
receiver 3 and/or the core engine 2.
[0033] A filter module 5 of said core engine 2 dynamically
increments a stack with the transmitted time interval parameters
1011/2011 based on the hash table 103/203, i.e. by getting the
parameters from the saved parameters of the hash table 103/203. The
filter module 5 activates a failure deployment device 6, if a
threshold, triggered on the incremented stack value, is reached.
Said threshold, triggered on the incremented stack value, can
preferably be set to bigger-equal 5 and smaller-equal 10 days.
However, the threshold can also be dynamically adaptable based on
measured values of the aircraft fleet 41, . . . , 44 of empirically
derived values. In an embodiment variant the starting point of an
event, which is also the starting point to increment a new stack,
can be triggered can also be based on the first authority issues
instruction for the closure of airspace for one specific event. In
big events it is very possible that authorities based in different
locations are issuing similar instructions based on the same event.
The end-point of an event, which also ends the incrementation of a
specific stack related to the event, can for example be triggered
by the last authority that opens their airspace again. Interim
periods, in which airspace is not closed in any one location for
this event are not measured.
[0034] The system 1 is easy adaptable to further border conditions.
For natural catastrophe, such condition may include additional
trigger thresholds as e.g. in the case of earthquakes that the
quake hast to be over 7 on the Richter Scale and located exactly
below or close to an airport. Concerning volcanic eruptions, if the
trigger is set to measuring parameter of the eruption, also wind
conditions have to be considered. For example, for the Iceland's
volcanoes, which are most active in Europe, the winds blow the
clouds only 6% of the time towards Europe. Further, in an
embodiment variant, the system 1 can also cover special cases as
for example the case of long-term closure of airports. Long term
closure of airports 91, . . . , 94 instead of closure of airspace
can result in transfer-flights or replacement flights (example
Munich airport is closed for 6 months and Innsbruck and Salzburg
airport are used as a "substitute" airport) and may be excluded or
included for a pro rate calculation by setting appropriate
operational parameters of the system 1. The closure of airspace may
be defined as a local authority issuing the instruction to close
airspace. In case of an earthquake or major flooding it is likely
that instead of airspace the authorities will close one or more
airport 91, . . . , 94, which for the coverage by the system 1 can
be supposed to be treated similar Small airspaces, which fall below
a certain size, can for example also be excluded from the
definition to avoid triggering the cover by a very small
airport/airspace. Any computer program code of the system 1 stored
as a computer program product to steer and control said core engine
2 of the system 1, the receiver 3 or electronic receiver module,
the trigger module 4, the filter module 5, the failure deployment
device 6 generating the output or activation signal, and/or the
automated or automatically activatable damage covering system 7 may
be realized as a software module programmed in any program
language, for example in Java (Java is a registered trademark of
Sun Microsystems), and may even comprise even one or more script
modules for a conventional spreadsheet application such as
Microsoft Excel. In the following paragraphs, described are with
reference to FIG. 1 may also serve the man skilled in the art to
realize the partly or as whole software-based various functions
executed by the system 1 when said central processor unit 2 is
controlled or steered by the computer program of computer program
product. However, the man skilled in the art also understands that
all these functions can be realized only hardware-based to achieve
related technical advantages as speed, stability and the same.
[0035] In the embodiment variant with the failure deployment device
6, in case the failure deployment device 6 is initiated by the
filter module 5, the failure deployment device 6 can e.g. generates
an output signal 61 to provide interruption cover of the aircraft
fleet 41, . . . , 44 for at least a part of said time interval of
said airport closing by means of an automated damage covering
system 7. The generated output signal 61 can be transmitted via the
communication networks 50/51 from the failure deployment device 6
to the damage covering system 7 or directly by a signaling
connection. If the automated damage covering system 7 is monetary
based, the capacity of the automated damage covering system 7 can
be set to any definable value, e.g. a $1 billion cover in total for
a 12-month period. The scope of the system can be laid up to 10
policies a $100 m to major airlines. However, other scopes are also
imaginable. A policy here means from the technical aspect, the
corresponding aircraft fleet 81, . . . , 84 is assigned to the
system 1 by creating the appropriate communication connections,
database entries, signaling conditions and cover by the damage
covering system 7 etc. However, the automated damage covering
system 7 must not necessary be monetary based but can comprise
other means for the covering as e.g. physical alarm means, or
automated activatable technical support means to recover the
aircraft fleet 81, . . . , 84 for a possible damage due to the
catastrophic event. The system may comprise a dynamic or automated
pricing by means of predefined rules, as e.g. the use of a 3% rate
on line as WAP with 10 days waiting period, MFP 3% RoL with 7 days
excess. The selected aircraft fleets 81, . . . , 84 can be
restricted to a specific region, i.e. regionally spread to US,
Europe, Asia, or unlimited by region to possible worldwide
assignment of aircraft fleets 81, . . . , 84. In an embodiment
variant, said output signal can e.g. only be generated, if said
transmission comprises a definable minimum number of airport
identifications with airport closings. Such a definable minimum
number can be created due to an minimum size in the geographic
spread of the closed airports of the flight plan. It therefore can
serve as a minimum threshold for a minimum of affected airports 91,
. . . , 94 of a fight plan 102/202 of an specific aircraft fleet
41, . . . , 44. This minimum threshold value can also be set
independent of a specific aircraft fleet 44, triggering simply on
the number of closed aircraft fleet 41, . . . , 44 due to a certain
natural disaster events, terroristic activities and/or other
catastrophic event. Said output signal can be automated generated
by means of the system 1 for a dynamically scalable damage covering
of the aircraft fleet 41, . . . , 44 with an definable upper
coverage limit. Said upper coverage limit can for example be set to
smaller-equal US$ 100 million. The output signal 61 generated by
means of the failure deployment device 6 can for example be
generated pro rata calculated to the number of cancelled flights or
e.g. by the number of cancelled flights/number of scheduled flights
for the period in which airspace is closed times the limit.
However, the man skilled in the art knows that these are only
examples, and that the system 1 can easily be adapted to other
operational needs.
[0036] In certain embodiment variants, the failure deployment
device 6 for automatic failure elimination can also directly be
activated by means of a switching device of the ground station 911,
. . . , 914 if a airport closing is detected e.g. by means of a
sensor. The automated damage covering system 7 and/or the failure
deployment devices 6 may comprise in particular in some cases, for
example, automated emergency and alarm signal devices with or
without monetary-value based transmission modules. For example, at
least in some cases for detecting an airport closing, a dedicated
sensor or measuring device can be integrated into the aviation
system of the airports 91, . . . , 94 and/or the ground station
911, . . . , 914 and/or landing strip. The failure deployment
device 6 may be, for example, checking or alarm devices or systems
for direct intervention in the affected aircraft fleets 81, . . . ,
84 or at the operator of an aircraft fleet 81, . . . , 84, which is
affected on detection of corresponding failures. Of course, a
plurality of aircraft fleets 81, . . . , 84 may simultaneously be
affected or be covered by means of the system 1.
[0037] Further, as an embodiment variant, an automated damage or
loss covering system 7 can be realized by means of a
resource-pooling system integrated to the system 1. By means of the
resource-pooling system, flight interruption risks for of a
variable number of aircraft fleets 41, . . . , 44 and/or aircraft
operators is sharable, whereas the system 1 provides a
self-sufficient risk protection for a risk exposure of the aircraft
fleets 41, . . . , 44 and/or aircraft operators by means of the
resource-pooling system. The risk-pooling system can for example be
technically realized by comprising at least said assembly module to
process risk related aircraft fleet data and to provide the
likelihood for said risk exposure a pooled aircraft fleet 41, . . .
, 44 based on the risk related aircraft fleet data. In this
embodiment variant the pooled aircraft fleets 41, . . . , 44 can be
connected to the resource-pooling system by means of a plurality of
payment receiving modules configured to receive and store payments
from the aircraft fleets 44 for the pooling of their risks and
wherein the payments are automated scaled based on the likelihood
of said risk exposure of a specific aircraft fleet 41, . . . ,
44.
[0038] In an embodiment variant, the variable number of pooled
aircraft fleets 81, . . . , 84 can be self-adaptable by the system
1 to a range where not-covariant occurring risks covered by the
system 1 affect only a relatively small proportion of the totally
pooled risk exposure of the aircraft fleets 81, . . . , 84 at a
given time. In a variant, the system 1 can for example further
comprise a payment receiving module configured to receive and store
a principal payment from a third party investor for a financial
product linked to the system 1 and a payment module configured to
determine a bonus payment for the third party investor and a return
interest payment for the investor when the pooled resources of the
pooled aircraft fleets 81, . . . , 84 exceed a predefined threshold
value due to a low frequency of losses occurred.
[0039] The filter module 5 may comprise an integrated oscillator,
by means of which oscillator an electrical clock signal having a
reference frequency can be generated, the filter module 5 being
capable periodically filter the table elements 101/201 of the
selectable hash table 103/203 on the basis of the clock signal. So,
the stack can be determined dynamically or partly dynamically by
means of the filter module 5 on the basis of the detected closings
of airports 91, . . . , 94.
[0040] Note that the resource-pooling system 1 can easily be
realized to be resistant against systematic risk or risk based on
moral hazard. If for example a majority of aircraft fleets 81, . .
. , 84 and/or airports in a certain region get pooled to an system
1 according to the invention, a total system failure could
aggregate losses, which can reduce the self-sufficient operation of
system 1. The operation of aircraft fleets 81, . . . , 84 by the
airlines is a dense web of scheduling, placing aircraft, personnel
and resources, an aircraft fleet 81, . . . , 84 respectively the
airline always bears a certain financial impact when flights are
cancelled or aircraft have to stay on the ground for various
reasons. Therefore, the worst impact for an aircraft fleet is the
disruption in it's entire network after a few hours or days of
outage, where planes have to be relocated, crews have to exchanged
due to over hours or wrong locations and the weekly maintenance has
to be rescheduled. Even in case of low utilized flights (low load
factors) to cancel a flight out of economic reasons would be
reasonable but the resulting disruptions in the network are far
greater than the gain of saving a few variable costs. Out of these
many reasons, the likelihood of moral hazard, meaning aircraft
fleets abusing the system cover to compensate for their own bad
business is extremely low. Further systematic risk for the
operation of the system 1 can for example be threated as follows:
(i) aircraft crashing: Single aircraft crashing does typically not
result in many flight cancellations despite the fact that the
system can be realized to only cover non-physical events; (ii)
aircraft breakdowns: Aircraft breakdowns due to mechanical reasons
happen quite frequent. However, for these cases, an aircraft fleet
81, . . . , 84 respectively the airline typically face tremendous
operational and reputational problems which could not be solved
financially. Therefore, the aircraft fleet operators normally have
a higher interest to operate flights than to misuse an assigned
system 1 for damage covering; (iii) nuclear risk: Nuclear risks can
be excluded by an appropriate setting of the system 1.
Additionally, aircraft fleets 81, . . . , 84 would cancel flights
in the affected area only for a short term as the impact is very
limited to air-transportation; (iv) low demand: Low demand on a
certain route would be a possibility of abuse of the system 1.
However, since the aircraft fleet operators need the aircraft on
the return leg, the aircraft fleet operators would normally not
cancel single flights due to low demand. If routes are replaced by
other routs the overall number of scheduled flights does not
change; (v) grounding: Local authorities can enforce a grounding of
an entire aircraft fleet 81, . . . , 84 due to inherent design
failures or faulty maintenance of the aircraft fleet 81, . . . ,
84. Since this can be influenced by the aircraft fleet operator and
can have a huge effect on the number of cancelled flights, the
system can e.g. be designed to exclude such events from the cover;
(vi) weather: Cancellation due to weather is the most common reason
of cancellation with the highest impact. The aircraft fleet
operators or the airports operators cannot influence these
cancellations. Therefore, the operation of the system 1 can for
example be ensured by setting appropriate condition parameters for
the frequency and/or severity of the natural catastrophic event;
(vii) strike; Strike by the employees of the aircraft fleet
operator or the airports are the second highest risk with a strong
impact on the flight schedule. However, due to the operational and
reputational issues, the desire to avoid any strike is typically
bigger that the incentive to misuse the system 1 by wrongly
claiming relief by means of cover by the system 1; (viii) ATC:
Cancellations due to ATC happen if the controller induce a quote on
flights during a brief period in order to safely coordinate the
remaining flights. This also lies outside the control of the
aircraft fleet operators or the airport operators, but has normally
a minor impact on the number of total cancellations and therefore
on the operation of the system 1; (ix) insolvency and war/terror:
Insolvency is one of the biggest threats for an aircraft fleet
operator, but is completely in it's control. Thus, for the
realization of the resource-pooling system 1, the exclusion by
setting appropriate border condition parameters can be mandatory.
War and terrorism is another threat, which can also be excluded by
setting appropriate border condition parameters in the
resource-pooling system 1.
[0041] Additional fraud prevention can be achieved, in that the
filter module 5 of said core engine 2 comprises an additional
trigger device triggering if said transmission from the trigger
module 4 is induced by an applicable third party, whereas if the
airport closing is third-party induced dynamically increments the
stack with the transmitted time interval parameters 1011, 2011 and
otherwise leaves the stack unchanged, viz. obviates incrementation
of the stack. Third-party induced, i.e. induced by an applicable
third party, means that the airport is closed based on intervention
of a state authority as for example the official aeronautical
authority, police or military intervention. In general, the
additional trigger device can e.g. also trigger if the airport
closing is not self-induced respectively induced by external
effects (e.g. complete closing of the airspace), authorities etc.,
which are not under the control of the airport operator. Applicable
means that the third parties, which are triggered on by means of
the trigger device are definable as system variables either as
predefined parameters or as parameter, which can be accessed by the
system, for example over the network from an appropriate data
server on request or periodically. This embodiment variant as inter
alia the advantage that the systems becomes stable against possible
fraud or arbitrary acts by the airport operator.
* * * * *