Elected at the Chicago Convention

Abstract The technology of unmanned aerial vehicles (UAV) has constantly developed in the last decade, becoming a key feature of the military programs and operations in Europe and the US, and the industry market has considerably grown. The vast majority of this growth is at the US level, whose military budget is bigger than of any other state in the world. On the other hand, with respect to the civil market, the sale of these kinds of aircrafts is in its initial stages, even though there are lots of fields in which it can be applied. In general, the states have begun to take legislative measures so that the unmanned flight of such an aircraft in areas open to civil aircrafts is controlled, so that any danger to the civil aircrafts should be avoided. The countries of the European Union that have not legislated this field are subject to Regulation 216/2008/EC regarding common norms in the civil aviation field and the Chicago Convention. Furthermore, all EU states are NATO members and thus apply in principle the norms established by the North-Atlantic Organization.

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The Chicago Convention

Routledge Handbook of Public Aviation Law ◽

10.4324/9781315297774-7 ◽

2016 ◽

pp. 21-44

Keyword(s):

Chicago Convention

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Conflict of U.N. Resolutions with Chicago Convention on Civil Aviation: Letter of I.C.A.O. to U.N.

International Legal Materials ◽

10.1017/s0020782900047732 ◽

1966 ◽

Vol 5 (3) ◽

pp. 486-487

Keyword(s):

Civil Aviation ◽

Chicago Convention

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The En Route Alternate and a Rational Basis for Contingency Fuel

Journal of Navigation ◽

10.1017/s0373463300040911 ◽

1980 ◽

Vol 33 (3) ◽

pp. 501-509

Author(s):

A. R. Kimmins

Keyword(s):

Rational Basis ◽

Chicago Convention ◽

Low Level

When airline fuel is calculated before flight, ‘contingency fuel’ has been included either separately or in combination in various forms over the years. The primary calculation has always been the fuel required in expected conditions to fly to the destination and thence to a nominated alternate. The next is the provision, in the words of the Air Navigation Order, of a ‘safe margin of fuel’ for contingencies. For aircraft operated under an Air Operator's Certificate, CAP 360 specifies ‘an allowance for contingencies such as errors in forecast winds and temperatures, navigational errors and ATC restrictions on altitude and route’. Also, ‘45 minutes holding reserve’ is stated to be a normally overriding requirement. The wording of CAP 360 is, perhaps intentionally, not precise but is broadly in line with Annex 6 of the ICAO Chicago Convention which requires:(i) a reserve ‘to provide for contingencies’ plus, for turbojet aircraft,(ii) 30 minutes' low level holding, plus(iii) an amount ‘to provide for the increased consumption on the occurrence of any of the potential contingencies specified…’

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The Aerospace Plane: Collisions and Damage to a Third Party on the Surface of the Earth: Which Liability Regime will Rule?

Leiden Journal of International Law ◽

10.1017/s0922156500002314 ◽

1991 ◽

Vol 4 (2) ◽

pp. 249-280

Author(s):

Lousewies S.A.L.B van der Laan

Keyword(s):

Outer Space ◽

Third Party ◽

Chicago Convention ◽

Legal Regime ◽

The Earth ◽

Legal Questions ◽

Starting Point ◽

Outer Space Treaty ◽

Definition Of ◽

Aerospace Plane

The article addresses the establishment of a legal regime concerning liability questions of the aerospace plane. The existing air and space law, as laid down for example in the Chicago Convention and the Outer Space Treaty -especially the definition of the words ‘aircraft’ and ‘space object’-is used as a starting point. The applicability of the existing regimes to the aerospace plane is then evaluated. Two concrete cases, namely liability resulting from damage to third parties on the suiface of the earth and liability after collisions, are presented in depth to illustrate the legal questions that this new hybrid craft will raise. Finally some modest suggestions are made as to the resolution of the conflicts.

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