• Title/Summary/Keyword: 우주 법&제도

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A Study on Parts Manufacturer Approval in Civil Aviation Law (항공기 부품제작자증명에 관한 연구)

  • Lee, Kang-Yi;Jin, Young-Kwon;Lee, Jong-Hee;Lee, Kwang-Hee
    • The Korean Journal of Air & Space Law and Policy
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    • v.17
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    • pp.133-152
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    • 2003
  • Certification by Civil Aviation Law is necessary for aircraft parts and appliances as well as aircraft, engines, and propellers to ensure safety and reliability in operation. Advanced countries in aerospace industry as like U.S.A require Parts Manufacturer Approval for aircraft parts and Technical Standard Order Authorization for designated appliances. However, there are no legal requirements for certification of aircraft parts and appliances in Korea until now. This study presents the draft to revise Civil Aviation Law, which is applicable to set up domestic certification system and maintain it equivalent to U.S. Federal Aviation Regulation.

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A Discussion on the Legal Definition and Legislation Methods of Drone Taxis (드론 택시의 법적 정의 및 법제화 방안 논의)

  • Choi, Ja-Seong;Baek, Jeong-seon;Hwang, Ho-Won
    • Journal of Advanced Navigation Technology
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    • v.24 no.6
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    • pp.491-499
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    • 2020
  • There are policies that foster the drone industry, which either put a legal precedent on drones through the "Drone Act" or grant a delay or exemption in applying the safety measures of "the Aviation Safety Act". Yet, the definition of a drone is unclear, requiring further discussion on commercial usage. Therefore, we have studied cases domestically and abroad, and also analyzed issues with the current aviation legislation. It was found that a drone is defined as "an unmanned aircraft where a pilot is not on board, and its net weight is 150 kg or less". However, there are several issues, such as that a drone taxi requires a pilot on board, and its weight is 150 kg or more. Thus, we propose to define a drone as "an unmanned aerial vehicle (provided, that its own net weight should be 300 kg or under, or not be limited to weight) under Article 2 (3) of the "Aviation Security Act" as prescribed by Ordinance of the Ministry of Land, Infrastructure, and Transport, which operates either by remote, automatically, or autonomously; or an unmanned aircraft under Article 2 (6) of the "Aviation Security Act".

국가경제의 새로운 성장동력 방송과 통신 - 방송통신위원회 형태근 상임위원과의 대담

  • 통신위성우주산업연구회
    • Satellite Communications and Space Industry
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    • v.15 no.1
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    • pp.88-93
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    • 2008
  • 디지털 기술이 발전하면서 방송과 통신이 빠르게 융합하고 있습니다. 방송은 통신을 활용해, 통신은 방송을 실어 이용자인 국민에게 다양한 첨단의 서비스를 제공하고 있습니다. 특히, 정보통신이 발달한 우리나라는 그 흐름이 더욱 빠르게 진행되고 있습니다. 방송과 통신의 융합이라는 시대적 흐름에 맞춰 새 정부는 지난 3월29일 정부조직법 개정안을 발효함에 따라 "방송통신위원회"가 새롭게 탄생하였습니다. 방송통신위원회는 이러한 흐름에 맞춰 세계 최고의 융합서비스를 누구나 즐기는, 방송통신 선지한국의 새 길을 열기 위해 출범한 합의제 행정기구로서 방송통신을 국가 경제의 새로운 성장동력으로 육성하고, 규제 개혁으로 기업의 경쟁과 투자를 살리며, 특히 방송이 독립성을 보장하고 공익성을 확대하여 방송통신 융합의 모든 혜택을 국민이 고루 누리는 '방송통신 국민 주권 시대'를 열어간다는 포부를 밝힌 바 있습니다. 위원회의 출범 이후 정책방향의 변화추이와 방송 통신 분야의 전망을 진단하고자 모처럼 방송통신위원회 형태근 상임위원과 대담의 기회를 마련하였습니다. 대담내용을 정리하여 소개합니다.

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A Study on the Determination of Applicable law to Liability for the compensation of Damage in a plane accident (항공기사고 손해배상청구에 있어서 준거법의 결정에 관한 소고)

  • So, Jae-Seon
    • The Korean Journal of Air & Space Law and Policy
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    • v.25 no.2
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    • pp.3-42
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    • 2010
  • This study shows that the Warsaw Convention in Article 1 is not an international transport, origin, destination and all the Contracting Parties is not a purely domestic shipping does not apply to this Treaty. Therefore, in this case, liability and damages for the governing law is selected according to international law should be. In addition, in the case of international shipping and passenger air carrier of this treaty to govern the relationship, not all of which aim is the unification of certain rules. Product liability is the most important thing of all. As for the aircraft manufacturer's responsibility according to international law also does not select the applicable law is not. The Warsaw Convention Article 17 apply for the passenger's personal damages Article 2 Section 2 leads to the most prestigious type of damages, and subjective and objective with regard to the scope of international law are being committed. In this regard, Governing Law-related aircraft accidents leading to serious accidents in China of an aircraft crash in Nagoya, Japan, the airport can be. China Airlines accident of the aircraft are operated for the unification of the rules for international air transport on the Warsaw Convention as amended by Article 17, Article 18 of damages by the tort claims and claims based on damages caused by, or this cause of aircraft accidents air bus maker by the Corporation for damages in tort claims for damages claimed on the basis of solidarity is the case. In the case of these grand scale claim responsibility for the airline, air transport agreements to determine the applicable law of the contract is very complex. There for the contracts based on individual circumstances or origin, and by considering because each must be determined.

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The Legal Status of Military Aircraft in the High Seas

  • Kim, Han Taek
    • The Korean Journal of Air & Space Law and Policy
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    • v.32 no.1
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    • pp.201-224
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    • 2017
  • The main subject of this article focused on the legal status of the military aircraft in the high seas. For this the legal status of the military aircraft, the freedom of overflight, the right of hot pursuit, the right of visit and Air Defense Identification Zone (ADIZ) were dealt. The 1944 Chicago Convention neither explicitly nor implicitly negated the customary norms affecting the legal status of military aircraft as initially codified within the 1919 Paris Convention. So the status of military aircraft was not redefined with the Chicago Convention and remains, as stated in the 1919 Paris Convention, as a norm of customary international law. The analyses on the legal status of the military aircraft in the high seas are found as follows; According to the Article 95 of the 1982 United Nations Convention on the Law of the Sea (UNCLOS) warships on the high seas have complete immunity from the jurisdiction of any State other than the flag State. We can suppose that the military aircraft in the high seas have also complete immunity from the jurisdiction of any State other than the flag State. According to the Article 111 (5) of the UNCLOS the right of hot pursuit may be exercised only by warships or military aircraft, or other ships or aircraft clearly marked and identifiable as being on government service and authorized to that effect. We can conclude that the right of hot pursuit may be exercised by military aircraft. According to the Article 110 of the UNCLOS a warship which encounters on the high seas a foreign ship, is not justified in boarding it unless there is reasonable ground for suspecting that: (a) the ship is engaged in piracy, (b) the ship is engaged in the slave trade, (c) the ship is engaged in an unauthorized broadcasting and the flag State of the warship has jurisdiction under article 109, (d) the ship is without nationality, or (e) though flying a foreign flag or refusing to show its flag, the ship is, in reality, of the same nationality as the warship. These provisions apply mutatis mutandis to military aircraft. As for Air Defence Identification Zone (ADIZ) it is established and declared unilaterally by the air force of a state for the national security. However, there are no articles dealing with it in the 1944 Chicago Convention and there are no international standards to recognize or prohibit the establishment of ADIZs. ADIZ is not interpreted as the expansion of territorial airspace.

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Air Carrier's Civil Liability for Overbooking (항공권의 초과예약(Overbooking)에 관한 항공사의 민사책임)

  • Kwon, Chang-Young
    • The Korean Journal of Air & Space Law and Policy
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    • v.31 no.1
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    • pp.99-144
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    • 2016
  • The summary of the case is as follows: a Korean passenger booked and purchased a business class ticket from Air France that was scheduled to depart from Paris and arrive in Seoul. When the passenger arrived at the check-in counter, he was told that all business class seats were occupied. It was because the flight was overbooked by Air France. The passenger cancelled the Air France flight and took another air carrier. After arriving in Korea, he brought suit against Air France for damages. The purpose of this article is to discuss the governing law when interpreting the contract of international air carriage in accordance with the Korean Private International Act (2001) and to analyze air carrier's civil liability for the bumped passenger in the overbooking case. If the parties have not chosen the applicable law the contract shall be governed by the law of the habitual residence of the consumer in the following situations: prior to the conclusion of the contract, the opposite party of the consumer conducted solicitation of transactions and other occupational or business activities by an advertisement in that country or conducted solicitation of transactions and other occupational or business activities by an advertisement into that country from the areas outside that country and the consumer took all the steps necessary for the conclusion of the contract in that country or in case the opposite party of the consumer received an order of the consumer in that country [Article 27 (1), (2) of the Private International Act]. Since the contract of international carriage falls into the consumer contract, the Supreme Court viewed that the governing law of the contract in this case would be the law of the habitual residence of the consumer (Supreme Court Decision 2013Da8410 decided on Aug. 28, 2014). This interpretation differs from the article 5 (4) of Rome Convention(80/934/EEC) which declares that the consumer contract article shall not apply to neither a contract of carriage nor a contract for the supply of services where the services are to be supplied to the consumer exclusively in a country other than that in which he has his habitual residence. Even though overbooking can be considered as a common industry practice, an air carrier must burden civil liability in case of breach of contract for the involuntary bumped passenger(Seoul Central District Court Decision 2014Na48391 decided on Jan. 29, 2015). In case of involuntary bumping, an air carrier must offer re-routing to passenger's final destination by an alternative flight. If an air carrier fails to effect performance in accordance with the tenor and purport of the obligation, the involuntary bumped passenger may claim damages(Article 390 of the Civil Code).

On Plato's Laws, Book 10: A Stoic Reading (플라톤의 『법률』 제10권 연구: 하나의 스토아적 독해)

  • Lee, Chang-Uh
    • Journal of Korean Philosophical Society
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    • no.85
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    • pp.53-76
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    • 2009
  • Plato's Laws, Bk. 10 is made up of cryptically concise expressions and complex arguments, so that it is not simple to understand it. In this essay I would like to make use of Stoic perspective as an interpretative instrument, which would enable me, I hope, to reconstruct the main arguments of the Laws, Bk. 10 into an intelligible form. Through this approach we would have an opportunity to meet with some important philosophical ideas of Plato which did not reveal themselves clearly in other, especially early and middle dialogues. These ideas comprise the inseparability of the soul from the body, the intellectualization of nature, the human being as a part of the cosmos and the extensional overlapping of the moral law and the natural law. And at the same time my study would result in making a suggestion for history of reception. That is, in this paper I will find some grounds in the tenth book of the Laws that would show how great the influence of Plato upon the Stoics was. For we have but little knowledge about the possibility of the power of Plato's influence upon the Stoics, even though the scholarship on the Stoics until now shed some light on the features and range of Aristotle's influence upon them.

Proposal on the Creation of a New Space Organization for the Moon and Celestial Bodies' Exploitation (달과 천체 개발을 위한 새로운 우주기구의 창설에 관한 제안)

  • Kim, Doo-Hwan
    • The Korean Journal of Air & Space Law and Policy
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    • v.29 no.1
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    • pp.161-198
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    • 2014
  • The idea of creating an International Space Exploitation Agency (tentative title: hereinafter referred to ISEA) is only my academic and theoretical opinion. It is necessary for us to establish ISEA as an international organization for the efficient and rapid exploitation of natural resources in the moon and other celestial bodies. The creation of ISEA as a new international organization is based on the Article 11, 5 and Article 18 of the 1979 Moon Agreement. In order to create it as a preliminary procedure, it needs to make the Draft for the Convention on the Establishment an ISEA among the space-faring countries. The main contents of this paper is composed of (1) introduction, (2) joint exploitation of the natural resources (Heliumn-3, etc.) in the moon and ISEA, (3) activities for the exploitation of moon and other celestial bodies by the space-faring powers, (4) legal problems and Solution for the exploitation and mining rights of the natural resources in the moon, mars and celestial bodies, (5) procedure of creating an ISEA, (6) the principal points that need to be included in the draft for the ISEA convention, (7) conclusion. The creation of an ISEA would lead to a strengthening of the cooperation among the States deemed essential by the global community towards joint undertakings in space and would act as a catalyst for the efforts on the exploitation of the natural resources moon, mars, Venus, Mercury and other celestial bodies and allow resources, technology, manpower and finances to be centrally managed in an independent fashion to the benefit of the space-faring countries. It is desirable and necessary for us to create ISEA in order to promote cooperation in the field of space policy, law, science technology and industry etc. among the space-faring countries. The creation of the ISEA will be promoted the international cooperation among the space-faring countries in exploration and exploitations of the natural resources in the moon, Mars, Venus, Mercury and other celestial bodies. Finally, it should be noted that the political drive will be necessary not only to set up the organization ISEA, but also study a subsequent measures. It is also necessary for us to create the ISEA in order to develop the space industry, to strengthen friendly relations and to promote research cooperation among the space-faring countries based on the new ideology and creative ideas. If the heads (president or prime minister) of the space super-powers including the UNCOPUOS will be agreed to establish ISEA at a summit conference, 1 believe that it is possible to establish an ISEA in the near future.

Study on Revision of Aviation Safety act for RPAS (무인항공기 안전운용을 위한 항공안전법 개정방향에 대한 연구)

  • Hong, Hye-Jung;Han, Jae-Hyun
    • The Korean Journal of Air & Space Law and Policy
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    • v.35 no.3
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    • pp.65-93
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    • 2020
  • With the development of information and communication technology, the unmanned aerial vehicle industry began to attract attention as a new growth industry as it entered the fourth industrial revolution. As the size of the unmanned aerial vehicles and the scope of airspace vary from small drones to large unmanned aerial vehicles, the developed countries such as USA and Europe are developing plans for the integrated operation of manned and unmanned aerial vehicles. ICAO is also working on amendments to the relevant ICAO annexes to establish international standards and recommendations for unmanned aerial vehicles. Korea also needs to prepare for the integrated operation of manned and unmanned aerial vehicles that will come in the future, and for this purpose, it is necessary to review and revise the national regulation systems for the safe operation of unmanned aerial vehicles. This study analyzes the amendments of related annexes discussed on the Remotely Piloted Aircraft System (RPAS) pannel, and suggests the direction of revision of the Aviation Safety Act for the safe operation of unmanned aerial vehicles in comparison with the existing Aviation Safety Act.

Human-based aviation accidents with air traffic controller torts (항공기 사고와 인적요인 -관제사의 불법행위를 중심으로-)

  • Kim, Sun-Ihee;Baek, Kyeong-Won
    • The Korean Journal of Air & Space Law and Policy
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    • v.32 no.2
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    • pp.67-100
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    • 2017
  • Throughout the history of the aviation industry, from its origins in the $20^{th}$century to the present, accidents have always occurred. This paper deals with the legal liability of air traffic controllers, who represent one of the human factors causing these accidents. Though controller negligence turns out to be a main cause of the accident, Korea does not have additional judical case, since it was firstly declared that controller negligence was accountable for the air traffic accident in 1971. As such, we examine the liability of air traffic controllers as public officers. This paper looks not only at the role of air traffic controllers and pilots in accidents, but also at the applicability of controller liability in the context of Korean law. We determine that despite the high-stress environment, air traffic controllers must share in the responsibility to provide safe air navigation. Therefore, they cannot avoid legal liability.

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