International Aviation Law and Pandemic
Notice bibliographique
Résumé
Commercial airplanes are vectors of infectious disease, advancing, if not sparking, global epidemics and potentially pandemics by exporting pathogens from endemic areas of the world to non-endemic places. For example, according to the global scientific community, the Zika virus was introduced to the Americas by air travel. Researchers also believe that infected mosquitos on international flights contributed to the worldwide spread of malaria, Middle East Respiratory Syndrome, and the West Nile virus. Most recently, governmental authorities worldwide, in addition to issuing national or local shelter-in-place orders, closed their borders and grounded nearly all international air travel on account of the COVID-19 virus. Such state action raises interesting questions at the intersection of health care and mobility. The severity of recent world events and their specific relationship to international airline travel has generated substantial (albeit inconclusive) scientific literature about passenger-to-passenger and crew-to-passenger viral transmission in commercial aviation. However, analysis of the corresponding legal risks for air carriers, if any, associated with the transmission of infectious disease aboard aircraft are surprisingly understudied. This Article examines whether air carriers are or should be liable under international law to passengers who contract infectious diseases aboard their aircraft. For example, in addition to the obvious scenario of a passenger contracting an illness from the air cabin environment, several other claims related to the transmission of communicable diseases like COVID-19 are plausible in this regard. Passengers could conceivably sue an air carrier for failing to take certain precautions, such as warning passengers of the risk of contracting a disease. Alternatively, an air carrier’s alleged failure to pre-screen or deny boarding to passengers who exhibit symptoms of ill health may give rise to a lawsuit. Not having or employing contract tracing protocols to notify passengers of potential exposure might also support lawsuits against air carriers. Operational failures of high-efficiency particulate absorbing (HEPA) filters, for instance, also theoretically may expose air carriers to liability, as may the failure of an air carrier to comply with relevant international health regulations and guidance documents. Finally, passenger–plaintiffs might succeed in convincing courts to award money damages where the actions—or inactions—of an air carrier fail to safeguard the hygiene of aircraft cabins effectively. The language, objectives, and drafting history of the Warsaw Convention of 1929 and Montreal Convention of 1999 (Conventions) appear to broadly support a finding of liability against an air carrier for the transmission of infectious disease in certain circumstances. Still, the adjudication of claims under the Conventions likely will produce highly variable textual interpretations unmoored to any controlling legal precedent—in contravention of the international aviation community’s goal of uniformity. As such, this Article posits that even if the language, policy, and existing case law related to the Conventions arguably support a finding of liability, administrative and policy reasons mitigate in favor of exonerating air carriers from claims seeking damages arising from the transference of communicable diseases aboard aircraft in the international carriage. In all, this Article’s relevance is greatest for aviation practitioners and courts adjudicating claims under the Conventions in the context of COVID-19 or future global health care crises involving international aviation. That said, this Article may also hold interest for a broader audience seeking to understand legal and policy problems confronting global firms under private international law in post- and (perhaps) future-pandemic periods.
Récupéré en direct depuis OpenAlex et désinversé. Les résumés ne sont pas conservés dans cette base de données : les index inversés représentent 8,6 Go des 9,3 Go de texte de la base, et le serveur dispose de 13 Go libres.
Comment cette classification a été obtenuedéplier
Prédiction distillée sur la base complète
Imitation des enseignantsNi prévalence calibrée, ni vérité terrain. Validation humaine à venir. Apprise à partir de 10 348 étiquettes directes de Codex et de 10 348 étiquettes directes de Gemma. Le mode candidate est l'union des têtes enseignantes seuillées; le consensus est leur intersection. Ces sorties portent le statut machine_predicted_unvalidated et ne sont ni des étiquettes humaines ni des étiquettes directes de modèles de pointe.
Scores Codex et Gemma par catégorie
| Catégorie | Codex | Gemma |
|---|---|---|
| Métarecherche | 0,001 | 0,000 |
| Méta-épidémiologie (sens strict) | 0,000 | 0,000 |
| Méta-épidémiologie (sens large) | 0,000 | 0,000 |
| Bibliométrie | 0,000 | 0,000 |
| Études des sciences et des technologies | 0,001 | 0,000 |
| Communication savante | 0,000 | 0,000 |
| Science ouverte | 0,000 | 0,000 |
| Intégrité de la recherche | 0,000 | 0,000 |
| Charge utile insuffisante (le modèle a refusé de juger) | 0,000 | 0,000 |
Scores machine (provisoires)
Les deux têtes enseignantes du modèle étudiant, lues sur ce travail. Un score ordonne la base pour la relecture; il n'affirme jamais une catégorie, et le statut de validation accompagne chaque rangée tel quel.
Scores de référence d'un modèle non mature (critères de maturité non atteints, 7 itérations). Un score ordonne; il n'affirme jamais une catégorie.
score_only:v0-immature-baseline · tel quel depuis la passe de notation : score_only signifie que le nombre peut ordonner les travaux, et qu'aucune étiquette de catégorie n'en découleClassification
machine, non validéePrédiction automatique; un appel candidat d’une seule tête enseignante, pas un consensus.
Le détail, modèle par modèle et score par score, se trouve en fin de page sous « Comment cette classification a été obtenue ».