Injury or Death to Passengers

Abeyratne, Ruwantissa

doi:10.1007/978-3-319-17022-0_4

Injury or Death to Passengers

Ruwantissa Abeyratne²

Chapter

893 Accesses
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Abstract

As shown in the aftermath of the accident of Air Asia flight QZ 8501 which crashed into the Java sea on 28 December 2014 while operating from Surabaya to Singapore, killing all 162 passengers on board, and an earlier Malaysian Airlines Flight MH 370 which vanished in March while operating from Kuala Lumpur to Beijing consumer rights extend to dependants of the deceased.

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Notes

1.
Convention for the Unification of Certain Rules Relating to International Transportation by Air, 12 October 1929, 137 L.N.T.S. 11 49 Stat. 3000, TS No 876, ICAO Doc 7838. The Warsaw Convention was later amended by several protocols, none of which changed the substantive provisions of the Convention. The Warsaw Convention establishes a regime of liability where the liability of the carrier is presumed, once a plaintiff claims that he has suffered damage in the hands of the carrier. The carrier has to rebut this presumption. To balance this deviation from normal evidential rules, the Convention has set up limits of the carrier’s liability in terms of monetary compensation payable to the plaintiff if the carrier is unable to rebut the presumption of liability.
2.
Convention for the Unification of Certain rules for International Carriage by Air done at Montreal on 28 may 1999. The Convention entered into force on 4 November 2003 109 States Parties have ratified the Convention.
3.
Shawcross and Beaumont Air Law (4ed. 1 Re-Issue 1988) VII (152).
4.
Id. VII (116).
5.
Id. VII (117).
6.
Shawcross & Beaumont, Air Law, Op Cit, VII (116).
7.
Chisholm v. British European Airways (1963) 1 Lloyds Rep. 626. Also Grein v. Imperial Airways Ltd. (1937) 1 KB 50 CA at 69–71 per Greer L.J.
8.
See Chisholm v. British European Airways, Id. at 629.
9.
Goldman v. Thai Airways International Ltd. (1981) 125 Sol Jo 413 (High Ct). Also in (1983) 1 All E.R. 693.
10.
(1986) 2 All E.R. 188.
11.
429 F Supp. 964 (SDNY 1977).
12.
Preyvel v. Cie Air France (1973) 27 RFDA 198. Also Riviere-Girret v. Ste-Aer-Inter (1979) Uniform L.R. 173.
13.
Panalpina International Transport Ltd. v. Densil Underwear Ltd. (1981) 1 Lloyds Rep. 187.
14.
Mandreoli v. Cie Belge d’Assurance Aviation, Milan 1972 (1974) Dir Mar 157.
15.
(1982) 36 RFDA 342.
16.
(1982) 36 RFDA 355.
17.
Warsaw Convention Op. cit. Article 21.
18.
(1983) 3 All E.R. 693.
19.
Bradfield v. Trans World Airlines Inc. 152 Cal. Rptr 172 (Ca. CA 1972).
20.
Butler v. Aeromexico 774 F. 2d. 499. (11th Cir. 1985).
21.
Piano Remittance Corp. v. Varig Brazilian Airlines Inc. 18 Av. Cas (CCH). 18, 381 (SDNY 1984).
22.
The Convention for the Unification of Certain Rules Relating to the Assistance and Salvage of Aircraft at Sea, Brussels, 1938, The Rome Convention 1933, and the Warsaw Convention 1929.
23.
Article 25.
24.
Drion (1954), p. 195.
25.
Ibid.
26.
Supra, note 24 at p. 200.
27.
Miller (1977), p. 200.
28.
Hague Protocol 1955, Article X111.
29.
Miller (1977), p. 202.
30.
Revue Francaise de droit arien (R.F.D.A.) 1977 at 193.
31.
5 December 1967; R.F.D.A. 184.
32.
Transcript of judgment, p. 4.
33.
Cheng (1977a), p. 55 at 99.
34.
(1983) Law Society’s Gazette, 8 June 1983 at 1485.
35.
Martin (1983), pp. 145–149.
36.
Drion (1954), p. 7.
37.
Id. at 8.
38.
Loq. cit.
39.
Drion (1954), pp. 12–13.
40.
Reed v. Wiser 555 F. 2d. 1079 (2nd Cir) at 1090.
41.
Matte (1983), p. 151 at 164.
42.
Tobolewski (1978), p. 261 at 263.
43.
Id. 266.
44.
Guldimann (1991), p. 93 at 104.
45.
Cheng (1989), p. 220 at 232.
46.
The Warsaw Convention of 1929 was amended by: The Hague Protocol 1955, the Guadalajara Convention 1961, The Guatemala City Protocol, 1971, and the Montreal Protocols 1, 2, 3, 4, of varying dates. It should also be noted that the Montreal Agreement of 1966, a private arrangement between air carriers, also purported to amend the Warsaw Convention. Hereafter, joint references to all these instruments shall be referred to as the Warsaw system.
47.
Martin (1979), p. 233 at 234.
48.
Ibid.
49.
Cheng (1977b), p. 55. Rene Mankiewicz also uses the word ‘shambles’ when he describes the Warsaw Convention. See, Mankiewicz (1989), p. 26.
50.
Martin (1979), p. 239.
51.
Warren v. Flying Tiger Line Inc. 352 F. 2d. 494 (CA9 1965), Mertens v. Flying Tiger Line Inc., 341 F. 2d. 841 (CA2 1965).
52.
21 Avi 18,228, (1989).
53.
1983 3 All. E. R. 693.
54.
Kilbride (1989), p. 183 at 187.
55.
18 Avi 17,778, 1984.
56.
SS Pharmaceutical Co. Ltd., v. Qantas Airways Limited 1988 1 Lloyds Law Reports 319.
57.
Tasman Pulp and Paper Co. Ltd., v. Pan American World Airways Inc. and others., see X1 Annals of Air and Space L. 1987 323 for a detailed account.
58.
Ref. LE 3/27, 3/28–91/3 at 5.
59.
Mankiewicz (1989), p. 259.
60.
Milde (1989), p. 193 at 206.
61.
Infra note 93 (this chapter).
62.
Infra note 97 (this chapter).
63.
See Convention for the Unification of Certain Rules Relating to International Carriage by Air, signed at Warsaw on 12 October 1929, reproduced in Annals Air and Space Law, Vol. XVIII, 1993, Part II, p. 323 at 339.
64.
Id., Article 25, 2.
65.
Drion (1954), para 181 at p. 212.
66.
Id. para 181.2 at p. 213.
67.
Id., para 181.4 and 5 at p. 213.
68.
Horner and Legrez (1975), p. 42.
69.
(1952) 2 All.E.R. 1016 at 1022.
70.
Goepp v. American Overseas Airlines, New York Supreme Court, Appellate Division (1st Dep) December 16, 1952; [1952] US Av R 486; IATA ACLR, No. 12.
71.
Grey v American Airline Inc. 4 Avi. 17, 811 (2d Cir. 1955).
72.
Wing Hang Bank Ltd v. Japan Air Lines Co. 12 Avi. 17,884 (S.D.N.Y. 1973).
73.
932 F.2d 1475, 1479 (D.C. Cis), cert denied, 1125.ct.616 (1991).
74.
No. 93 C 1510, 1994 Westlaw 17 1522 (N.D. Ill. May 2, 1994).
75.
Ibid.
76.
Supra, note 73 (this chapter).
77.
866 F. Supp. 588 (D.D.C. 1994)
78.
Ibid.
79.
1995 Westlaw 151 793 (E.D.N.Y. March 27, 1995).
80.
No. 94-2392 (6 cir. Mar 15, 1996).
81.
Ibid.
82.
25 Avi. Cas (CCH) 17, 259 (Sup. Ct. App. Tm. N.Y. 1st Dep’t. 1996)
83.
920 F. Supp. 408 S.P.N.Y. (1996).
84.
See Koirola v. thai Airways International, 1996, Westlaw 402403 (N.D. Calif. Jan. 26, 1996).
85.
See Article 25 Thai Airways found guilty of Wilful Misconduct in 1992 Kathmandu Crash Litigation, Lloyd’s Aviation Law. Vol 15, No 6, March 15, 1996 at 1.
86.
Id. 2–3.
87.
86 F. 3d 498 (6th Cir. 1996).
88.
Chicago Convention, op.cit, Annex 13.
89.
Shawcross and Beaumont, Air Law (4ed. Reissue 1988) Op cit at VII(153).
90.
Air France v. Saks 105 S Ct 1338 (1985).
91.
Ibid.
92.
Husserl v. Swiss Air Transport Co. Ltd. 485 F.2d. 1240 (2nd Circ. 1975) Day v. Trans World Airlines Inc. 528 F2d 31 (2nd Circ 1975) Evangelinos v. Trans World Airlines Inc. 550 F2d. 152 (3rd Circ. 1976). See also Salerno v. Pan American World Airways 19 Avi cas 17,705. (SDNY 1985).
93.
Arkin v. Trans International Airlines Inc. 19 Avi Cas 18, 311 (EDNY 1985).
94.
Abdulrahman Al-Zamil v. British Airways Inc. 770 F2d. 3 (2nd Circ. 1985).
95.
Seguritan v. Northwest Airlines Inc. 86 A.D. 2d. 658 (2d Dept. 1982). See also Lloyds Aviation Law Vol. 1 No. 4 August 1 (1982) 1.
96.
Vincenty v. Eastern Airlines 528 F. Supp. 171 (D.P.R. 1982). Also Lloyds Aviation Law Vol. 1. No. 3 July 15, 1982 at 2.
97.
Sprayregen v. American Airlines Inc. 570 F. Supp. 16 (SDNY 1983). See also Warshaw v. Trans World Airlines Inc. 443 F. Supp. 400 (ED Pa. 1977). Pironneau v. Cie Air-Inter (Pan CA 03 July 1986). Cf De Marines v. KLM Royal Dutch Airlines 586 F 2d 1193 (3rd Circ. 1978).
98.
See Warshaw v. Trans World Airlines Inc. Id. at 408.
99.
O’Leary v. American Airlines 475 N.Y.S. 2d. 285 (A.D. 2d Dept. 1984).
100.
105 S. Ct. 1338 (1985).
101.
Id. 1345.
102.
Abramson V. Japan Airlines Company Ltd. 739 F. 2d. 130 (3rd Circ. 1984).
103.
Scherer v. Pan American World Airways Inc. 387 NYS 2d. 581 (1976).
104.
Supra, note 95 (this chapter).
105.
Rosman v. Trans World Airlines Inc. 34 NY 2d. 385 (1974).
106.
Husserl v. Swiss Air Transport Co. Ltd.388 F. Supp 1238 (SDNY 1975).
107.
Krystal v. BOAC 403 F. Supp. 1332 (DC Cal. 1975). Karfunkel v. Cie Nationale Air France 427 F. Supp. 971 (SDNY. 977). Borham v. Pan American World Airways Inc. Avicas. 18, 236 (SDNY 1977).
108.
See Abeyratne (1986), pp. 338–360.
109.
398 S.W.2d. 170.
110.
Id. at 273–274.
111.
19 Av. Cas (CCH) 17, 377 (SDNY 1985).
112.
606 F. Supp. 656 (SDNY 1985).
113.
Ibid.
114.
Supra note 93 (this chapter).
115.
Husserl v. Swiss Air transport Co. Ltd. Op cit. See also, People of the State of Illinois v. Gilberto 383 NE 2d 977.
116.
Day v. Trans World Airlines Inc. 528 F 2d. 31 (2nd Circ. 1975); Evangelinos v. Trans World Airlines Inc. 550 F2d 152 (2d. Circ. 1977); Leppo v. Trans World Airlines Inc.392 NYS 2d 660 (AD 1977); Rolnick v. El Al Israel Airlines Ltd.551 Supp. 261 (EDNY 1982).
117.
Convention for the Unification of Certain Rules Relating to International Carriage by Air, signed at Warsaw on 12 October 1929.
118.
1999 Westlaw 7724 (January 12 1999).
119.
Corrigan (1978), p. 25.
120.
Clark v. West Ham Corp., (1909) 2 K.B. 858, Readhead v. Midland Railway Co., (1869) L.R. 4 Q.B. 382, Overseas National Airways v. C.A.B., 307 F. 2d. 634, U.S. v. Stephen Bros. Lines, 384 F. 2d. 118, S.M.T. Ltd. v. Ruch, 50 C.R.T.C. 369, Roussel v. Aumais 18 Que. S.C. 474, Thibault v. Garneau (1959) Que. P.R. 377.
121.
Warsaw Convention, Article 32.
122.
Watkins v. Rymill (1883) 10 Q.B. 178.
123.
See also generally the common law decision of Thornton v. Shoe lane Parking (1971) 2 Q.B. 163, which upheld the contractual principle that for a contractual clause to be considered applicable the parties to the contract should have the opportunity to read the clause and to dissent from it.
124.
Montreal Trust and Stampleman v. CP Air (1976) 72 D.L.R. (3d) 282.
125.
Supra, note 118 (this chapter).
126.
116 S. Ct. 629 (1996).
127.
Cunningham (2008).
128.
(1999) 56 F Supp 2d 1190.
129.
(2000) 27 Avi 18,428.
130.
This instrument was later to be known as the Convention for the Unification of Certain Rules for International Carriage by Air, signed at Montreal on 28 May 1999, ICAO Doc 9775-DC/2 Volume I at 1 (Montreal Convention of 1999 as referred to earlier in this book).
131.
Convention for the Unification of Certain Rules for International Carriage by Air, signed at Montreal on 28 May 1999, ICAO Doc 9775-DC/2 Volume III at 1. This document will hereafter referred to as Montreal Convention).
132.
Id at 29.
133.
Montreal Convention at 65.
134.
Ibid.
135.
Montreal Convention at 159–171.
136.
Id at 170.
137.
Ibid.
138.
Id at 212.
139.
Id at 323.
140.
Id at 385.
141.
Id at 250.
142.
Ibid.
143.
Id at 276.
144.
Convention for the Unification of Certain Rules for International Carriage by Air, signed at Montreal on 28 May 1999, ICAO Doc 9775-DC/2 Volume II at 97–99.
145.
Id at 97.
146.
Ibid.
147.
Ibid.
148.
Ibid.
149.
Id at 99.
150.
Montreal Convention 1999, hereafter referred to as Montreal 2.
151.
Ibid.
152.
Larsen et al. (2012), p. 410.
153.
Montreal 2 at 67–74.
154.
Larsen et al. (2012), p. 410.
155.
Montreal 2 at 70.
156.
Id at 69.
157.
499 U.S.530, 111 S.Ct.1489 (1991).
158.
Id at 73.
159.
Larsen et al. (2012), p. 410.
160.
Montreal 2 at 110.
161.
Id at 111.
162.
Id at 110.
163.
Id at 113.
164.
Id at 114.
165.
Id at 117.
166.
Ibid.
167.
Id at 118.
168.
Ibid.
169.
Id at 119.
170.
Ibid.
171.
Id at 122.
172.
Id at 140.
173.
Id at 164.
174.
Id at 167.
175.
Id at 199; DCW – FCG No. 1 (revision 2).
176.
Id at 201.
177.
Ibid.
178.
Larsen et al. (2012), p. 412
179.
Convention for the Unification of Certain Rules Relating to the International Carriage by Air, signed at Warsaw on 12 October 1929. The Convention entered into force on 13 February 1933 and has 152 signatories. The Montreal Convention of 1999 superseded the Warsaw Convention and entered into force on 4 November 2003.
180.
In 1861, Lord Wensleydale said: “mental pain or anxiety the law cannot value, and does not pretend to redress, when the unlawful act complained of causes that alone”. See Lynch v. Knight (1861) 9 H.L.C.577 at 598.
181.
Id. Article 17.1.
182.
17 April 1991, 23 Avi. 17,367.
183.
358 N.Y.S. 2d 97 (1974), 13 Avi. 17,231.
184.
368 F Supp. 1152 (1973), 12 Avi 18,405.
185.
For a detailed discussion on this subject see Desbiens (1992), p. 153 at pp. 159–166.
186.
(D.C.N.Y. 1972) 351 F. Supp. 702.
187.
Abeyratne (2000), pp. 225–261. See also, Cunningham (2008).
188.
Sandel (2009), p. 10.
189.
Id. 11.
190.
[1925] 1 K.B. 141 (C.A).
191.
164 Md.397, 165 Atl. 181 (1933).
192.
240 S.W. 588 (Tex. Civ. App. 1922).
193.
Magruder (1936), p. 1067.
194.
Prosser (1939), p. 874.
195.
Dorland’s Illustrated Medical Dictionary (31st Edition), Saunders: Elsevier, 2007 at 1573.
196.
ICD-10 (1992), p. 349.
197.
Ibid.
198.
ICD-10 (1992), p. 350.
199.
Langley and Brenner (2001).
200.
Miller (1966), p. 258.
201.
Accident neurosis must be distinguished from examples of true depressive illness of endogenous pattern beginning shortly after cerebral trauma.
202.
Ibid.
203.
Ibid.
204.
http://www.all-about-car-accidents.com/resources/auto-accident/car-accident-injuries/mental-emotional-injuries-from-car-wreck.
205.
See Abeyratne (2008), pp. 45–66.
206.
http://www.google.com/firefox?client=firefox-a&rls=org.mozilla:en-GB:official.
207.
Oliver Wendell Holmes, The Common Law (Mark DeWolfe ed.) 1963 at 5.
208.
517 N.W. 2d. 432.
209.
Id. 439–444.
210.
Vienna Convention on the Law of Treaties, done at Vienna on 23 May 1969, Article 31.1. The Convention entered into force on 27 January 1980. See United Nations Treaty Series, vol. 1155 at 331.
211.
ILC Commentary, p. 218 para (4) cited in Aust (2000), p. 184.
212.
Wise (1998), p. 40.
213.
Rassool (2007), p. 113.
214.
Id. 117–118.
215.
Chicago Convention, op.cit, Article 55 c).
216.
The International Civil Aviation Organization, a specialized agency of the United Nations, was established by Article 44 of the Convention on International Civil Aviation (Chicago Convention), signed at Chicago on 7 December 1944 (ICAO Doc 7300/9, Ninth Edition, 2006). The main objectives of ICAO are to develop the principles and techniques of international air navigation and to foster the planning and development of air transport. ICAO has 191 Contracting States.
217.
Chicago Convention, Ibid.
218.
http://translate.google.ca/translate?hl=en&sl=id&u=http://hubud.dephub.go.id/%3Fen&prev=search.
219.
Towards a Global Implementation of Safety Management, HLSC/15-WP/35, 15/12/14 at 4.
220.
The term “regulations” is used in a generic sense to include but is not limited to instructions, rules, edicts, directives, sets of laws, requirements, policies, and orders.
221.
The term “State civil aviation system” is used in a generic sense to include all authorities with aviation safety oversight responsibility which may be established by the State as separate entities, such as: CAA, Airport Authorities, Air Traffic Service Authorities, Accident Investigation Authority, and Meteorological Authority.
222.
This would include the ability to analyse safety deficiencies, forward recommendations, support the resolution of identified deficiencies, as well as take enforcement action when appropriate
223.
The Future of Annex 19: Determining The Role of the Eight Critical Elements of Safety Oversight, Presented by the United States, HLSC/15-WP/22, 12/11/14 at 2.
224.
Id. at 3.
225.
Management of Aviation Safety, Presented by Canada, DGCA/06-WP/15, 4/2/06 at 2
226.
Implementation of Safety Management Systems (SMS in States), Presented by the ICAO Secretariat, DGCA/06-WP/6, 9/01/06 at 1 and 2.
227.
Safety Management System Concept, DGCA/06-WP/12, 4/2/06 at 2
228.
Assembly Resolutions in Force (as of 8 October 2004), ICAO Doc 9848 at 1–60.
229.
Implementation of Safety Management Systems (SMS) in States, Working paper submitted by the ICAO Secretariat, DGCA/06-WP/6, 9/01/06 at 1–2.
230.
See Eleventh Air Navigation Conference report, ICAO Doc 9828, AN-Conf/11, Montreal: 20 at para. 1.2.1.2 at p. 1–1, where it is recorded that the Conference agreed that the issue of sovereignty was paramount in the operation of global air traffic management, as interpreted through the Global ATM operational concept of sovereignty.
231.
Annex 19 to the Chicago Convention – Safety Management, First Edition: 2013, Standard 3.1.1.
232.
Id. Standard 3.1.3.
233.
Article 12 stipulates that each contracting State is required to insure that every aircraft flying over or manoeuvring within its territory and that every aircraft carrying its nationality mark, wherever that aircraft might be, shall comply with the rules and regulations relating to flight and manoeuvre applicable there. It also provides that each Contracting States should keep its regulations consistent with the principles of the Chicago Convention. Over the high seas the rules will be as established under the Convention and States undertake, under Article 12, to prosecute any offender who does not adhere to these principles. Articles 30 and 31 refer to the need for aircraft to carry radio equipment as required and be issued with certificates of airworthiness by the State of Registry, respectively. Article 32 a) requires the pilot and other members of the crew to be provided with certificates of competency and licenses issued by the State of Registry.
234.
Convention for the Unification Convention for the Unification of Certain Rules Relating to International Carriage by Air, signed at Warsaw on 12 October 1929.
235.
Convention for the Unification of Certain rules for International Carriage by Air, done at Montreal on 28 May 1999.
236.
Doc 9734, AN/959.
237.
Brownlie has expressed the view that decisions by international conferences and organizations can in principle only bind those States accepting them. Shaw, referring to the binding force of United Nations General; Assembly Resolutions states “…one must be alive to the dangers in ascribing legal value to everything that emanates from the Assembly. Resolutions are often the results of political compromises and arrangements and, comprehended in that sense, never intended to constitute binding norms. Great care must be taken in moving from a plethora of practice to the identification of legal norms”. See Brownlie (1990), p. 691; Shaw (2003), p. 110.

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Abeyratne, R. (2015). Injury or Death to Passengers. In: Aviation and International Cooperation. Springer, Cham. https://doi.org/10.1007/978-3-319-17022-0_4

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