• 항공우주정책ㆍ법학회지
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• 제23권1호
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• pp.55-81
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• 2008

Most compensation issues are regulated under domestic law where third parties are suffered damage from crushes of aircrafts or their falling objects. This issue was internationally recognized. A Convention to unify the rules of the law concerning damage caused by aircraft to the third parties on the surface was signed in May, 1933( the 1933 Rome Convention) and it became effective in 1942. Later, modernization was carried out through the 1952 Rome Convention and the 1978 Montreal Protocol amending the 1933 Rome Convention. Ratifying States either to the Convention or to the Protocol is not as many as those States to the Warsaw Convention concerning air-transport. In 1999, which was a turning point of changes of centuries from the twentieth century to the twenty first century, the Montreal Convention was passed to modernize the Warsaw Convention, and was quickly widespread. On September 11 2001, the coordinated simultaneous terror attacks occurred. In the circumstances, the issue modernizing the Rome Convention came up. Thus, workout under the initiatives of the Legal Committee of the ICAO is under operation to adopt new Rome Convention. In Japan, a study on the ICAO Draft Convention was operated by which a working study group composed of experts from academy, industry and government was set up. This article, being based on that study, clarifies issues and gives future perspectives. This article presents author's individual views.

• 한국항공우주법학회:학술대회논문집
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• 한국항공우주법학회 2008년도 제40회 국제학술발표대회
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• pp.121-140
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• 2008

Most compensation issues are regulated under domestic law where third parties are suffered damage from crushes of aircrafts or their falling objects. This issue was internationally recognized. A Convention to unify the rules of the law concerning damage caused by aircraft to the third parties on the surface was signed in May,1933( the 1933 Rome Convention) and it became effective in 1942. Later, modernization was carried out through the 1952 Rome Convention and the 1978 Montreal Protocol amending the 1933 Rome Convention. Ratifying States either to the Convention or to the Protocol is not as many as those States to the Warsaw Convention concerning air transport. In 1999, which was a turning point of changes of centuries from the twentieth century to the twenty first century, the Montreal Convention was passed to modernize the Warsaw Convention, and was quickly widespread. On September 11 2001, the coordinated simultaneous terror attacks occurred. In the circumstances, the issue modernizing the Rome Convention came up. Thus, workout under the initiatives of the Legal Committee of the ICAO is under operation to adopt new Rome Convention. In Japan, a study on the draft of the treaty was operated by which a working study group composed of experts from academy, industry and government was set up. This article, being based on that study, clarifies issues and gives future perspectives. This article presents author's individual views.

• 항공우주정책ㆍ법학회지
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• 제21권1호
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• pp.65-95
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• 2006

항공기에 의하여 발생된 지상의 손해에 대한 책임이 국제적 수준으로 규정되어야 함은 필수적이다. 그러나 1952년의 "외국항공기에 의하여 발생된 지상 제3자의 손해에 관한 로마협약" 및 1978년의 "몬트리올 의정서"는 소수의 국가들이 그것을 비준하였기 때문에 전세계적으로 중요한 영향을 가지지 못하였다. 그리하여 세계민간항공기구 사무국은 2002년에 로마협약의 현대화를 위한 협약초안을 작성하였으며, 특별그룹은 현재까지 협약초안을 검토해오고 있다. 한편 협약초안은 항공기 운항자의 책임체제와 지상 제3자의 손해에 대한 위험의 부보가능성에 관한 주요한 문제들을 포함하고 있다. 한 국가의 항공운송 부문의 보호 뿐만 아니라 피해자의 신속한 회복을 용이하게 하기 위하여 로마협약의 현대화 작업은 계속되어야 하며 신협약은 가까운 장래에 마무리되어야 할 것이다.

• 항공우주정책ㆍ법학회지
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• 제22권2호
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• pp.27-51
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• 2007

The cumulative result of the work by the ICAO Secretariat, the Secretariat Study Group and the Council Special Group on the Modernization of the Rome Convention of 1952 are two draft Conventions, namely: "Draft Convention on Compensation for Damage Caused by Aircraft to Third Parties, in case of Unlawful Interference", and "Draft Convention on Compensation for Damage Caused by Aircraft to Third Parties" The core provisions of the former draft Convention are as follows: The liability of the operator is strict, that is, without the necessity of proof of fault. It would be liable for damage sustained by third parties on condition only that the damage was caused by an aircraft in flight(Article 3). However, such liability is caped based on the weight of the aircraft(Article 4). It is envisaged to create an independent organization called the Supplementary Compensation Mechanism, with the principle purpose to pay compensation to persons suffering damage in the territory of a State Party, and to provide financial support(Article 8). Compensation shall be paid by the SCM to the extent that the total amount of damages exceeds the Article 4 limits(Article 19). The main issues on the farmer draft Convention are relating to breaking away from Montreal Convention 1999, no limits on individual claims but a global limitation on air carrier liability, insurance coverage, cap of operators' strict liability, and Supplementary Compensation Mechanism. The core provisions of the latter draft Convention are as follows: the liability of the operator is strict, up to a certain threshold tentatively set at 250,000 to 500,000 SDRs. Beyond that, the operator is liable for all damages unless it proves that such damage were not due to its negligence or that the damages were solely due to the negligence of another person(Article 3). The provisions relating to the SCM and compensation thereunder do not operate under this Convention, as the operator is potentially for the full amount of damages caused. The main issues on the latter draft Convention are relating to liability limit of operator, and definition of general risks. In conclusion, we urge ICAO to move forward expeditiously on the draft Convention to establish a third party liability and compensation system that can stand ready to protect both third party victims and the aviation industry before another 9/11-scale event occurs.

• 항공우주정책ㆍ법학회지
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• 제23권1호
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• pp.33-54
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• 2008

비행중인 항공기에 의한 제3자의 손해는 피해자가 원인제공을 하지 않았다면 피해가 발생하지 않았을 상태로 충분히 보상 받아야 한다. 하지만, 관련 국제조약들은 항공산업 보호측면에서 운항자의 보상책임을 일정한 한도로 제한하고 있는데 이러한 미흡한 보상체계가 관련 국제조약들이 지금까지 항공선진국에서 비준을 받지 못한 주요 이유이기도 하다. 그러나, 9/11테러 후 국제사회에서는 테러에 의한 항공기 사고와 제3자 보호 문제를 보다 적극적으로 다루어야 하는 필요성에 공감하고 ICAO 주관으로 관련 국제조약의 현대화를 위한 특별위원회를 구성하여 조약초안을 마련하게 되었다. 본 논문에서는 ICAO 법률위원회에서 마련한 두 개의 초안 즉, 테러 제3자 배상조약안 및 일반 제3자 배상조약안과 관련하여 가장 최근에 논의된 주요 쟁점에 대해 살펴보았다. 국가 책임과 운항자책임 분담의 적정성에서부터 보충적 배상기금의 운용과 관련한 세부사항에 이르기 까지 여러 쟁점들이 합의되기까지는 상당한 시일의 소요가 예상된다. 항공운송 수요가 증가하고 또한 테러위협도 높아지는 현실에서 선의의 지상 제3자 보호와 항공운송인을 위시한 항공운송 산업의 보호가 균형있게 이루어지는 새로운 관련 국제조약이 조속히 마련되어야 한다. 이와 함께 우리나라도 예상되는 피해로부터 국민의 재산과 생명을 보호하기 위하여 관련 조약의 개정작업에 적극 참여하여야 할 것이다.