국제항공사고에 있어서의 여객보상제도에 대한 일고찰

최완식 한국사법행정학회 1972 사법행정 Vol.13 No.11

최근국제항공보안대책(最近國際航空保安対策)의 제간제(諸間題) -특히 법적측면(法的測面)을 중심(中心)으로-

최완식,Choi, Wan-Sik 한국항공우주정책·법학회 1993 한국항공우주정책·법학회지 Vol.5 No.-

This article is concerned with the comment on "Some New Problems of International Aviation Security-Considerations Forcused on its Legal Aspects". Ever since 1970, in addition to the problem of failure to accept the Tokyo, Hague and Montreal Conventions, there has been also the problem of parties to them, failing to comply with their obligations under the respective treaties, in the form especially of nominal penalties or the lack of any effort to prosecute after blank refusals to extradite. There have also been cases of prolonged detention of aircraft, passengers and hostages. In this regard, all three conventions contain identical clauses which submit disputes between two or more contracting States concerning the interpretation or application of the respective conventions to arbitration or failing agreement on the organization of the arbitration, to the International Court of Justice. To the extent to which contracting States have not contracted out of this undertaking, as I fear they are expressly allowed to do, this promision can be used by contracting States to ensure compliance. But to date, this avenue does not appear to have been used. From this point of view, it may be worth mentioning that there appears to be an alarming trend towards the view that the defeat of terrorism is such an overriding imperative that all means of doing so become, in international law, automatically lawful. In addition, in as far as aviation security is concerned, as in fact it has long been suggested, what is required is the "application of the strictest security measures by all concerned."In this regard, mention should be made of Annex 17 to the Chicago Convention on Security-Safeguarding International Civil Aviation against Acts of Unlawful Intereference. ICAO has, moreover, compiled, for restricted distribution, a Security Manual for Safeguarding Civil Aviation Against Acts of Unlawful Interference, which is highly useful. In this regard, it may well be argued that, unless States members of ICAO notify the ICAO Council of their inability to comply with opecific standards in Annex 17 or any of the related Annexes in accordance with Article 38 of the 1944 Chicago Convention on International Civil Aviation, their failure to do so can involve State responsibility and, if damage were to insure, their liability. The same applies to breaches of any other treaty obligation. I hope to demonstrate that although modes of international violence may change, their underlying characteristics remain broadly similar, necessitating not simply the adoption of an adequate body of domestic legislation, firm in its content and fairly administered, but also an international network of communication, of cooperation and of coordination of policies. Afurther legal instrument is now being developed by the Legal Committee of ICAO with respect to unlawful acts at International airports. These instruments, however, are not very effective, because of the absence of universal acceptance and the deficiency I have already pointed out. Therefore, States, airports and international airlines have to concentrate on prevention. If the development of policies is important at the international level, it is equally important in the domestic setting. For example, the recent experiences of France have prompted many changes in the State's legislation and in its policies towards terrorism, with higher penalties for terrorist offences and incentives which encourage accused terrorists to pass informations to the authorities. And our government has to tighten furthermore security measures. Particularly, in the case an unarmed hijacker who boards having no instrument in his possession with which to promote the hoax, a plaintiff-passenger would be hard-pressed to show that the airline was negligent in screening the hijacker prior to boarding. In light of the airline's duty to exercise a high degree of care to provide for the safety of all the passengers on board, an acquiescence to a hija

二國間 航空協定의 輸送力 規制條項에 대한 考察

崔完植 건국대학교 1978 論文集 Vol.8 No.1

Generally speaking, there are the provisions on capacity control in bilateral air agreements. The Bermuda Agreement (Bermuda I, 1946) was a pioneer agreement and had produced notable results over its thirty-year life. The plain fast was, however, that the day-to-day management of their bilateral civil aviation relations on the basis of Bermuda I was providing more and more complex. The words of the original text did not really bear on many of the problems which had arisen in recent years. They felt these difficulties applied particularly over the question of capacity on the North Atlantic routes . The decline in traffic prospects following the Middle East conflict, the rise in fuel costs and the international recession had combined to cause severe problems on the North Atlantic between 1974 and 1976. In those difficult years they experienced the use of capacity as the main competitive tool oil the route. The New Bermuda Agreement (Bermuda II, 23 July 1977) is not a rigid system and allows the operator a considerable measure of freedom in the expercise of his own judgment about the way the market is going to develop. But it permits governments to challenge the individual judgments of operators and to suspend within certain limits increases in capacity. Bermuda II has reduced Fifth Freedom rights drastically. Bermuda II does not go all the was to full predetermination of capacity and schedule control. Consequently it can be expected that there will be a world-wide acute tendency to have at least some of the rules newly agreed upon incorporated in the existing air agreements. Among those new rules it seems that those regarding capacity will attract a great deal of attention. The danger of Bermuda II in this respect is not so much that it invents something that never existed before, but that it legalizes existing tendencies by showing the way how to exercise autherity over foreign airlines, capacity that is considered too big.

最近航空運送의 發達을 위한 라틴아메리카 民間航空委員會의 役割

崔完植 한국항공대학교 1981 論文集 Vol.18 No.-

The purpose of this article is to introduce the reader to The Latin American Civil Aviation Commission and emphasize on the importance of the organization in solving regional civil aviation problems. This will be done by briefly outlining: (1) the current status of Latin American civil aviation; (2) the actual LACAC organization and its envisioned role in Latin American civil aviation and ; (3) the work of the First and Second LACAC Assemblies. The article will also attempt to explain the growing influence of LACAC on international civil aviation and suggest new propositions to study more with relation to the above-mentioned.

六書效用考

최완식 한국중국어문학회 1978 中國文學 Vol.5 No.-

航空紛爭의 解決을 위한 ICAO의 司法的 機能

崔完植 한국항공대학교 1977 論文集 Vol.11 No.-

시카고 국제민강항공조약(1944)과 국제 항공업무 통과협정과 국제항공 운송협정은 會員國間의 航空紛爭解決에 대해서 규정하고 있다. 이와같은 協定들은 航空紛爭解決을 위한 制裁와 節次上의 規則을 규정한다. 시카고 條約 제18장 제84조에서 제88조까지는 理事會로 하여금 會員國間의 紛爭을 해결할 수 있도록 하는 權能을 부여하는 규정들이다. 특히 제84조는 航空紛爭의 해결을 위한 基本構造를 이루고 있다. 비록 많은 航空法學者들이 航空紛爭解決을 위한 ICAO의 司法的 機能에 대해서 비판적이라 할지라도 筆者는 紛爭解決을 위한 ICAO 理事會의 司法的 役割의 實效性을 此際에 다시 한번 肯定하고자 한다. 以下 ICAO理事會의 司法的 機能의 特色, 航空紛爭解決事例, 紛爭解決節次上의 正規性 欠缺 등을 지적하고 ICAO의 航空紛爭仲裁役割 實效性도 아울러 强調하려 한다. The Chicago Convention and the Transit and Transport Agreements provide for the settlement of disputes between member states. These agreements also provide sanctions and procedural Rules for the Settlement of Disputes. Under Chapter XvⅢ,Articles 84-88 of the Convetion, the Council is authorized to settle disputes between member states. Article 84 Provides the framework for resolution of disputes. Although some writers are critical of the International Civil Aviation Organization's adjudicative role in the settlement of disputes, the author believes the ICAO's adjudicatory machinery plays an effective role in the settlement of disputes. To aid in understanding the effectiveness of the ICAO in the settlement of disputes, this article examines the organizational structure and purpose of the ICAO and considers the machinery for the settlement of disputes, including a discussion of the procedural weakness, history of dispute settlements, and the ICAO's mediation role.

世界平和를 위한 國際民間航空機關의 役割 : 1974年부터 1980年 까지의 國際航空法에 관한 條約의 發展을 中心으로

최완식 세계평화교수협의회 1980 아카데미論叢 Vol.8 No.1

ICAO의 업적이라 해도 이것은 다시 政治的, 經濟的, 技術的, 法的 측면에서 매우 광범하게 포촉해야 할 것이다. 그러나 여기에서는 주로 1947년부터 1980년까지의 國際民間航空의 발달과 규제를 위한 國際條約의 이모 저모를 중심으로 하고 특히 航空紛爭의 처리를 위한 ICAO의 역할과 新動向을 살펴 보고자 한다. 國際民間航空機關의 目約을 단적으로 표시하고 있는 국제민간항공조약의 前文에도 『국제민간항공의 건전한 발달에 의하여 世界各國 및 各國民間의 友好와 이해를 깊이하고 協力體制를 촉진하여 世界平和에 기여하는 일이 필요하다.』고 하였다. 끝으로 한가지 부언코자 하는 것은 本硏究를 진행함에 있어 1947년 이래 現今에 이르기까지의 ICAO法律會議의 開催回數나 參加國數 등의 純計資料가 있으나 일일이 이 제한된 지면에 포함시키는 것을 생략하였다.

美國航空運送立法政策의 最近의 傾向

崔完植 한국항공대학교 1976 論文集 Vol.10 No.-

1940년의 버뮤다 회의는 미국과 영국사이에 二國間航空運送協定의 체결을 보게 하였는데, 이 협정은 商業航空權의 相互承認을 위한 근본절차와 정책을 확립한 것이다. 버뮤다 航空協定은 영국의 보호주의적 견해와 미국의 자유경쟁적 견해와의 妥協을 반영하고 있으며 특히 비행운영에 관한 미국의 찰학이 이 버뮤다 協定에 포함되게 되었다. 그런데 1964년 버뮤다 哲學이 현성된지도 어언 4반세기가 지났으며 세계의 경제사정도 많이 變化하였다. 국제항공 여행ㅇ르 하는 미국여객의 비율이 그처럼 증가 했음에도 불구하고 미국의 항공운송인 편으로 여행하는 총 여객수의 비율은 약 50퍼센트로 감소하였다. 그리하여 美國航空市場에 대한 外國航空運送人의 접근을 더욱 철저히 규제하라는 압력이 미국정부에 加해지기 �諛′纛막館�최근의 美國航空政策은 자유로운 輸送量害當의 정책에서부터 선택적인 輸送力制的인 정책으로 變化하고 있다. 그런 하난의 규제조치가 民間航空局(CAB)이 1970년 4우러 23일에 최초로 채택하여 1974년 8월 26일에 중요한 방법으로 修正한 경제규칙 Part213이란 것이었다. 따라서 本小論의 目的은 우리나라의 국제항공운송정책과 미국항공시장에서의 규제조치와도 관련이 있음을 고려하여 美國內로의 外國航空運送人의 비행운영에 대한 規制에 미치는 영향과 앞으로의 美國航空運送政策의 흐름율이해하는데도 중요하기 때문에 국제법과 국내법하에서의 그의 合法性을 고찰해 볼 가치가 있다고 확신한데서 비롯된 것이다. The Bermuda Conference (1964) produced a bilateral air trausport agreement between the United States and the united Kingdom which established the basic procedures and policies for the reciprocal grant of commercial aviation rights. The Bermuda agreement reflected a compromise between the protectieonist views of the British and the more competitive views of the United States. The Bermuda agreement incorporated the United States Philosophy on flight operation. Economic conditions have changed since this Bermuda philosophy was molded in 1964. While the prcentage of United States passengers in international flight has increased, the percentage of total passengers traveling on United States carriers has diminished to about fifty percent. It has brouht strong pressure on the Government to regulate more clsely foreign air carrier access to the United States market. United States policy is changing from one of free traffic allocation to one of selective capacity restriction. Part213 of Economic Regulation promulgated by the Board is the focal point of this transformation of view point. Because of its potential impact on the reguation of foreign air carriers operations into the United States, and its significance in apprehending future United States aviation trends, its legality under international and domestic law merits analysis.

우리 나라 어린이 교통사고의 특성 및 안전대책에 관한 연구

최완식 광주대학교 1997 産業技術硏究 Vol.9 No.-

본 논문은 어린이 교통사고 특성을 규명하여 어린이 교통행동 특성을 고려한 교통안전대책을 수립하기 위한 것이다. 분석결과 우리 나라 어린이 교통사고는 점차 감소하고 있으나 선진외국에 비해서는 사고비율이 높게 나타나고 있으며 교통사고 유형은 보행상태에서의 무단횡단에 의한 사고비율이 높으며 사고시간대는 12:00∼20:00시간대와 토요일 그리고 5월에 사고비율이 높다. 이상과 같은 사고특성에 따른 교통안전대책으로 어린이에 대한 여러 교통안전 교육강화방안과 학교주변의 도로교통환경의 개선책을 제시하였다. 결국, 어린이 교통사고 감소를 위해서는 정부가 학교주변의 교통환경을 안전한 상태로 유도하기 위한 시설을 다양하게 설치하고, 학교당국과 가정이 바람직한 교통조건을 만들기 위한 노력이 절대적으로 필요하다. To objective of this paper is to analysis the characteristics of children traffic accident and safety measures in Korea. we found the following characteristics of children traffic accident in Korea. 1) The rates of children traffic accidents were much higher than those in advanced countries. 2) Most of children traffic accidents occurred mear pedestrian crossing or at the time crossing the street. 3) The children traffic accidents more frequently occurred from 12:00 to 20:00. We should make the following countermeasures for the above characteristics of children traffic accidents 1) We should offer various kinds of educations for children to make awareness of traffic hazards. 2) we should set up a school zone near the school and a large number of signs and markings of traffic at the appropriate places. The ultimate solutions of children traffic accidents may be that the government increase the number of traffic facilities, on the other hand, and both school education and home make their own efforts to develop a desirable traffic conditions.

“중용(中庸) 사상(思想)”의 본질(本質)에 관(關)한 연구(硏究)

최완식 한국중국어문학회 1976 中國文學 Vol.3 No.-