📋 Korean Law Insight | Aviation & Transport Law
By Attorney NOH UJIN | HANBYOL LAW LLC, Seoul
Korean Aviation Law and Airline Operations for Foreign Carriers
South Korea's aviation sector is one of the most dynamic in Asia. With Incheon International Airport consistently ranked among the world's top hubs, and Korean airspace traversed daily by hundreds of international flights, the legal framework governing aviation is both comprehensive and complex. For foreign airlines, aircraft lessors, MRO operators, and aviation service providers, understanding Korean aviation law is essential for safe, compliant, and profitable operations in the country.
This guide provides a detailed overview of the key legal instruments, regulatory bodies, permit requirements, safety obligations, consumer protection rules, and dispute resolution mechanisms that govern aviation in South Korea, with particular focus on issues affecting foreign carriers and international aviation businesses.
1. Primary Legislation and Regulatory Framework
Korean aviation law is primarily governed by the following statutes:
- Aviation Safety Act (항공안전법) – The cornerstone of Korean aviation law, governing aircraft airworthiness, pilot licensing, air navigation, accident investigation, and safety management systems (SMS). Enacted in 2016 (replacing the old Aviation Act), it aligns with ICAO Annex standards.
- Aviation Business Act (항공사업법) – Regulates airline licensing, slots, ground handling, charter operations, and airport business. Foreign carriers must obtain designated carrier status before commencing scheduled operations to/from Korea.
- Airport Facility Act (공항시설법) – Covers airport construction, operation, and the rights/duties of airport users including foreign airlines.
- Air Traffic Management Act (항공교통관리법) – Governs air traffic control, airspace classification, and traffic flow management operated by the National Aviation Safety Authority (NAAS) under MOLIT.
- Civil Act and Commercial Act – General contract, liability, and insurance provisions applicable to aviation agreements.
The primary regulators are the Ministry of Land, Infrastructure and Transport (MOLIT), which sets aviation policy, and the Korea Civil Aviation Safety Authority (CASA / NAAS, 국토교통부 항공안전정책관), which handles certification, oversight, and enforcement.
2. Market Access: Designated Carrier Requirements
Foreign airlines seeking to operate scheduled passenger or cargo services to/from South Korea must comply with two layers of authorization:
2.1 Bilateral Air Services Agreements (ASAs)
Korea has concluded bilateral air services agreements (BASAs) with over 90 countries. These agreements specify the routes, frequencies, capacity, and tariff rules for designated carriers from both countries. Before a foreign carrier can launch scheduled services, its home country's BASA with Korea must permit the requested route and capacity.
2.2 Korean Airline Designation and Permit
Under the Aviation Business Act, a foreign carrier must:
- Be formally designated by its home government as a carrier authorized to serve Korea under the applicable BASA;
- Apply to MOLIT for a foreign airline business permit (외국항공운송사업 허가);
- Demonstrate financial soundness, adequate insurance coverage (minimum KRW 10 billion per aircraft hull + passenger liability per ICAO standards), and compliance with Korean safety requirements;
- Obtain slot allocations at Korean airports (coordinated by the Korea Airport Slot Coordination Committee at ICN/GMP);
- Register a local representative or liaison office in Korea (required for practical service delivery and legal accountability).
2.3 Charter Operations
Charter flights require separate permit applications to MOLIT each time (or annually for regular charter programs). The application must include flight schedule, aircraft type, number of passengers, and purpose. Tourist charter programs to/from Jeju Island or resort destinations have a simplified approval pathway.
3. Safety Certification and Continued Airworthiness
3.1 Foreign Aircraft Recognition
Aircraft registered in ICAO contracting states with valid airworthiness certificates are generally recognized under Article 33 of the Chicago Convention. However, MOLIT/NAAS may conduct ramp checks on foreign aircraft operating in Korean airspace. Korean ramp inspection procedures follow ICAO standards and IATA's IOSA audit framework.
3.2 Maintenance and MRO
Maintenance, repair, and overhaul (MRO) facilities in Korea must hold MOLIT approval. Foreign MRO operators seeking to provide services in Korea (e.g., at Incheon's MRO complex) must obtain a Korean Aircraft Maintenance Organization (AMO) approval, which requires demonstrating capability in line with EASA Part-145 or FAA Part-145 equivalent standards. Korea and the EU have a bilateral aviation safety agreement (BASA with EASA) facilitating mutual recognition.
3.3 Crew Licensing Validation
Foreign pilots operating Korean-registered aircraft or aircraft in Korean airspace under certain conditions may need Korean license validation. Pilots flying aircraft registered in ICAO contracting states are subject to the standards of their home state. However, crew based and paid in Korea may be subject to Korean employment law obligations.
4. Airport Operations and Ground Handling
Ground handling at Korean airports is regulated under the Aviation Business Act. The market is semi-liberalized:
- Incheon International Airport (ICN): Multiple handling agents are authorized, allowing foreign carriers to choose their preferred provider.
- Gimpo (GMP), Gimhae (PUS), and other airports: Ground handling may be more concentrated, often dominated by Korean Air Ground Services (KAGS) or Asiana Airlines' handling arm.
- Foreign carriers may not self-handle at Korean airports without special authorization. Requests for self-handling must be submitted to MOLIT and are rarely granted except for cargo operations.
Handling agreements must comply with the IATA Standard Ground Handling Agreement (SGHA) framework, and disputes are typically subject to Korean jurisdiction unless parties agree on arbitration.
5. Consumer Protection Obligations for Foreign Carriers
The Air Transportation Consumer Protection Regulation (항공교통이용자 보호기준) and the Consumer Protection Act impose significant obligations on all carriers serving Korean passengers, including foreign airlines:
- Flight delay/cancellation compensation: Korean law requires cash compensation for delays exceeding 3 hours (domestic) and various international thresholds, plus meals and accommodation for lengthy delays.
- Overbooking: Involuntary denied boarding compensation is mandatory, similar to EU Regulation 261/2004 but with Korean-specific rules on amounts and procedures.
- Baggage liability: The Montreal Convention (to which Korea is a signatory) governs international baggage claims, with SDR-based compensation limits.
- Price transparency: All-inclusive pricing (showing total fare including taxes and fees) is mandatory in Korean ticket sales, whether by the carrier or OTAs.
- Disability access: Korean disability rights law requires accessible services for passengers with reduced mobility (PRM), including wheelchair assistance obligations.
6. Liability for Passenger Injuries and Cargo Loss
Korea is a contracting state to both the Warsaw Convention system and the Montreal Convention (MC99). International passenger claims are governed by MC99 with its two-tier liability regime:
- First tier (up to 113,100 SDR): Strict liability, no defenses available to the carrier.
- Second tier (above 113,100 SDR): Carrier may exonerate itself by proving it was not negligent or that the damage was caused solely by a third party.
For purely domestic Korean flights not covered by MC99, the Aviation Business Act's liability provisions apply, with minimum insurance requirements. Korean courts apply Korean conflict-of-laws rules (Private International Act) to determine applicable law for international aviation disputes, often resulting in application of Korean law where the passenger is Korean or the flight departed from Korea.
7. Aviation Insurance Requirements
All carriers operating in Korean airspace must maintain insurance covering:
- Passenger liability (per MC99/Warsaw Convention limits at minimum)
- Cargo/baggage liability
- Third-party liability (hull and third party)
- War risk coverage (required since Korea remains technically in a state of armistice)
MOLIT may verify insurance certificates as part of the foreign airline permit process. Insufficient coverage is grounds for permit suspension.
8. Competition Law Considerations
The Korea Fair Trade Commission (KFTC) actively monitors aviation markets for anticompetitive conduct, including:
- Cargo rate-fixing conspiracies (several global carriers paid fines for Korean cargo cartel violations)
- Code-share and alliance arrangements that may reduce competition on Korea routes
- Airport slot hoarding
Foreign carriers must assess their alliances and interline arrangements for KFTC compliance when operating to/from Korea.
9. Dispute Resolution in Korean Aviation Law
Aviation disputes in Korea can be resolved through:
- Korean courts: Civil claims under the Aviation Safety Act or Consumer Protection laws are filed in the district court with jurisdiction over the plaintiff's or defendant's location.
- KCAB Arbitration: The Korean Commercial Arbitration Board (KCAB) is the preferred forum for B2B aviation disputes. KCAB International arbitration rules align with international standards.
- MOLIT Mediation: For regulatory disputes, MOLIT has administrative hearing and mediation procedures.
- ICAO Annex 13 Investigations: Accident/incident investigations follow ICAO protocols, with the ARAIB (Aviation and Railway Accident Investigation Board) as Korea's independent investigative authority.
10. Recent Regulatory Developments (2024–2026)
- Drone and UAM (Urban Air Mobility) Regulations: Korea enacted new UAM regulations in 2025 under the Urban Air Mobility Promotion Act, creating a framework for air taxis and unmanned cargo drones operating in Korean airspace. Foreign UAM operators must obtain Korean type certification.
- Sustainable Aviation Fuel (SAF) Mandate: Korea announced a SAF blending mandate roadmap under its 2030 carbon neutrality aviation plan. Foreign carriers operating Korean routes will be subject to blending requirements from 2027.
- Single European Sky equivalent (ASEAN ATM integration): Korea is participating in regional ATM harmonization efforts affecting airspace redesign in Northeast Asia.
- Enhanced Ramp Inspection Program: MOLIT strengthened its SAFA-equivalent ramp inspection program for foreign carriers following several safety incidents involving low-cost carriers.
📌 Official References
Frequently Asked Questions (FAQ)
Q1: Does a foreign airline need a separate permit for every new route to South Korea?
Yes. Each new route or frequency addition requires MOLIT approval under the Aviation Business Act, in addition to authorization from your home state under the applicable bilateral air services agreement. The process typically takes 4–8 weeks for straightforward applications. Emergency or ad hoc charter flights require faster processing but are treated case-by-case.
Q2: Can a foreign carrier own a Korean airline or acquire a stake in one?
Foreign ownership of Korean air carriers is restricted. Under the Aviation Business Act, foreigners may not hold more than 50% of the voting rights in a domestic Korean airline. In practice, strategic stakes below 33% can be acquired by foreign investors with MOLIT approval, but operational control must remain with Korean nationals or Korean entities.
Q3: What happens if a foreign aircraft fails a Korean ramp inspection?
If deficiencies are found during a Korean ramp inspection, MOLIT can issue a Notice of Deficiency requiring corrective action before departure. In serious cases (Category 1 findings), the aircraft may be grounded in Korea until the deficiency is rectified. MOLIT shares inspection results with ICAO's SAFA database, and repeated failures can trigger heightened scrutiny or ban from Korean operations.
Q4: Are Korean consumer protection rules stricter than EU Regulation 261/2004?
In some respects, yes. Korean compensation rules for flight delays cover certain situations not covered under EU261, and the baggage delay compensation thresholds differ. Korean courts have also interpreted consumer protection laws broadly in favor of passengers, including awarding non-economic damages (consolation fees) for serious service failures. Foreign carriers should review their service recovery policies specifically for Korean routes.
Q5: How does Korean law handle aviation liability for drone-related incidents?
The Aviation Safety Act was amended in 2024 to incorporate drone (UAS) liability provisions. Operators of commercial drones (including foreign operators in Korean airspace) face strict liability for property damage and personal injury caused by drones. Mandatory liability insurance for commercial drones over 25 kg became effective from January 2025. The UAM framework further extends these principles to eVTOL aircraft used in urban air taxi services.
Q6: What is the procedure for resolving a cargo loss claim against a Korean carrier?
For international cargo claims under the Montreal Convention, a written complaint must be filed within 14 days of delivery (for damage) or 21 days (for delay). For total loss, the claim must be filed within 2 years. In Korea, cargo claims can be filed in Korean courts or through KCAB arbitration if agreed in the airway bill. Korean courts generally uphold Montreal Convention liability caps unless the carrier was guilty of willful misconduct (recklessness with knowledge of probable damage).
Q7: Do foreign carriers need to comply with Korean data protection law for Korean passenger data?
Yes. Under PIPA (Personal Information Protection Act), any entity that processes personal data of Korean residents is subject to Korean data protection obligations, regardless of where the entity is based. Foreign airlines collecting and processing Korean passenger data (PNR, passport details, contact info) must comply with PIPA's consent, retention, and security requirements. Airlines must also comply with Korean PNR transfer rules when sharing passenger data with Korean authorities.
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📋 韩国法律洞察 | 航空与运输法
作者：律师 NOH UJIN | HANBYOL LAW LLC，首尔
外国航空公司在韩国的航空法律与运营指南
韩国的航空业是亚洲最具活力的行业之一。仁川国际机场持续跻身全球顶级枢纽之列，韩国领空每天都有数百架次国际航班穿越。对于外国航空公司、飞机租赁商、MRO运营商及航空服务提供商而言，了解韩国航空法律对于在韩安全、合规、盈利运营至关重要。
1. 主要法律法规及监管框架
韩国航空法律主要由以下法规构成：
- 《航空安全法》（항공안전법）——韩国航空法的基石，规范航空器适航性、飞行员执照、空中导航、事故调查及安全管理体系（SMS）。于2016年颁布，符合国际民航组织（ICAO）附件标准。
- 《航空事业法》（항공사업법）——规范航空公司许可证、时刻、地面服务、包机运营及机场业务。外国航空公司须在开始前往/来自韩国的定期运营前获得指定承运人资格。
- 《机场设施法》（공항시설법）——涵盖机场建设、运营及包括外国航空公司在内的机场用户的权利义务。
主要监管机构为制定航空政策的国土交通部（MOLIT）及负责认证、监督和执法的韩国民航安全当局（NAAS）。
2. 市场准入：指定承运人要求
寻求在韩国运营定期客运或货运服务的外国航空公司须遵守两级授权：
2.1 双边航空服务协议（BASAs）
韩国已与90多个国家缔结双边航空服务协议。这些协议规定了双方指定承运人的航线、频次、运力及票价规则。在外国承运人开通定期航班之前，其本国与韩国之间的双边航空服务协议必须允许所申请的航线和运力。
2.2 韩国航空公司指定及许可证
根据《航空事业法》，外国承运人必须：
- 由其所在国政府正式指定为根据适用的双边航空服务协议授权服务韩国的承运人；
- 向国土交通部申请外国航空运输业许可证；
- 证明财务状况良好、保险覆盖充足及符合韩国安全要求；
- 在韩国机场获得时刻分配；
- 在韩国登记注册当地代表或联络处。
3. 旅客保护义务
《航空交通消费者保护规定》对所有服务韩国旅客的承运人（包括外国航空公司）施加了重大义务：
- 航班延误/取消补偿：韩国法律要求对超过3小时的延误（国内）及各国际门槛情形提供现金赔偿，并为长时间延误提供餐食和住宿。
- 超售：非自愿拒绝登机赔偿是强制性的，类似于欧盟条例261/2004，但赔偿金额和程序有韩国特定规则。
- 行李责任：国际行李索赔适用《蒙特利尔公约》，以SDR为基础计算赔偿限额。
- 价格透明度：韩国机票销售（无论通过承运人还是OTA）必须显示全包含价格（包含税费）。
4. 航空责任
韩国是《蒙特利尔公约（MC99）》的缔约国，国际旅客索赔适用MC99的两级责任制度：
- 第一级（最高113,100 SDR）：严格责任，承运人无任何抗辩理由。
- 第二级（超过113,100 SDR）：承运人可通过证明其无过失或损害完全由第三方造成来免责。
5. 常见问题（FAQ）
Q1：外国航空公司是否需要为每条新航线单独申请许可证？
是的。每条新航线或新增频次都需要在适用双边航空服务协议框架内获得国土交通部批准。直接申请的处理时间通常为4至8周。
Q2：外国航空公司能否拥有韩国航空公司的股权？
外国资本对韩国国内航空公司的持股受到限制。根据《航空事业法》，外国人持有国内韩国航空公司的投票权不得超过50%。
Q3：外国航空公司如何处理韩国旅客的数据保护合规？
根据《个人信息保护法》（PIPA），任何处理韩国居民个人数据的实体都须遵守韩国数据保护义务，无论该实体位于何处。
Q4：韩国对航班延误补偿有何具体规定？
韩国要求对超过3小时的国内航班延误提供现金补偿，并根据延误时间和航程长短提供不同金额的国际航班补偿。长时间延误还须提供餐食和住宿安排。
Q5：韩国的MRO市场对外国运营商开放吗？
是的，但须获得国土交通部批准。外国MRO运营商须获得韩国航空器维修组织（AMO）批准，要求符合EASA Part-145或FAA Part-145同等标准。韩国与欧盟之间有双边航空安全协议，便于相互认可。
📚 相关文章
📋 韓国法律インサイト | 航空・運輸法
執筆：弁護士 NOH UJIN | HANBYOL LAW LLC、ソウル
外国航空会社のための韓国航空法と航空運営ガイド
韓国の航空産業はアジアで最もダイナミックなセクターの一つです。仁川国際空港は世界トップクラスのハブとして継続的に評価されており、韓国の空域は毎日数百便の国際線が飛行しています。外国航空会社、航空機リース会社、MRO事業者、航空サービスプロバイダーにとって、韓国の航空法を理解することは安全で法令を遵守した収益性の高い運営のために不可欠です。
1. 主要法令と規制フレームワーク
- 航空安全法（항공안전법）——機体の耐空性、パイロット免許、航空ナビゲーション、事故調査、安全管理システム（SMS）を規定する韓国航空法の基幹法。2016年施行で、ICAO附属書基準に準拠。
- 航空事業法（항공사업법）——航空会社ライセンス、スロット、地上ハンドリング、チャーター運航、空港事業を規制。外国航空会社は韓国へ/からの定期運航開始前に指定航空会社の地位を取得する必要あり。
- 空港施設法（공항시설법）——空港の建設・運営、外国航空会社を含む利用者の権利義務をカバー。
2. 市場参入：指定航空会社要件
2.1 二国間航空協定（ASAs）
韓国は90か国以上と二国間航空サービス協定を締結しています。外国航空会社が定期便を開始するためには、自国と韓国間の航空協定が申請路線・運航数を許可していることが前提となります。
2.2 韓国航空会社指定と許可
外国航空会社は以下を行う必要があります：
- 自国政府から適用航空協定に基づく指定航空会社として正式に指定されること；
- MOLITに外国航空運送事業許可を申請すること；
- 財務健全性、十分な保険、韓国安全要件への適合を証明すること；
- 韓国空港でのスロット配分を取得すること；
- 韓国国内に現地代表または連絡事務所を登録すること。
3. 旅客保護義務
「航空交通利用者保護基準」は韓国の旅客にサービスを提供するすべての航空会社（外国航空会社を含む）に重要な義務を課しています：
- フライト遅延・キャンセル補償：3時間超（国内線）の遅延に対する現金補償が義務付けられており、長時間の遅延には食事と宿泊提供が必要です。
- オーバーブッキング：非自発的搭乗拒否の補償は強制的で、EU規則261/2004に類似しますが、韓国独自の金額と手続きがあります。
- 手荷物責任：国際手荷物請求にはモントリオール条約が適用され、SDRベースの補償限度額が設定されています。
4. 航空責任
韓国はモントリオール条約（MC99）の締約国です。国際旅客請求にはMC99の二段階責任制度が適用されます：
- 第一段階（113,100 SDRまで）：厳格責任、航空会社に抗弁の余地なし。
- 第二段階（113,100 SDR超）：過失がないこと、または損害が第三者のみによって引き起こされたことを証明することで免責可能。
5. よくある質問（FAQ）
Q1：外国航空会社は新路線ごとに別途許可申請が必要ですか？
はい。各新路線や増便には、適用される二国間航空協定の枠組みの中でMOLITの承認が必要です。標準的な申請の処理期間は通常4〜8週間です。
Q2：外国航空会社は韓国航空会社の株式を取得できますか？
韓国国内航空会社への外国資本の参入は制限されています。航空事業法により、外国人が国内韓国航空会社の議決権の50%を超えて保有することはできません。
Q3：韓国のランプインスペクションで問題が見つかった場合どうなりますか？
MOLITは出発前に是正措置を要求する「欠陥通知」を発行できます。重大な問題（カテゴリー1の所見）の場合、欠陥が是正されるまで韓国国内で航空機が地上留置される可能性があります。
Q4：韓国の旅客保護規制はEU規則261/2004より厳しいですか？
一部の点では厳しいです。韓国の補償規制はEU261がカバーしない特定の状況をカバーしており、手荷物遅延補償の基準も異なります。韓国の裁判所も重大なサービス障害に対する慰謝料を含む幅広い解釈をしています。
Q5：韓国の旅客データに関するデータ保護要件は何ですか？
個人情報保護法（PIPA）により、拠点の所在地に関わらず、韓国居民の個人データを処理するすべての事業体は韓国のデータ保護義務に従う必要があります。外国航空会社は韓国乗客データ（PNR、パスポート情報、連絡先）の収集・処理においてPIPAの同意、保管、セキュリティ要件を遵守しなければなりません。
📚 関連記事
📋 Perspectiva Legal Coreana | Derecho de Aviación y Transporte
Por el Abogado NOH UJIN | HANBYOL LAW LLC, Seúl
Ley de Aviación en Corea y Operaciones Aéreas para Transportistas Extranjeros
El sector de aviación de Corea del Sur es uno de los más dinámicos de Asia. El Aeropuerto Internacional de Incheon se encuentra consistentemente entre los mejores centros del mundo, y el espacio aéreo coreano es atravesado diariamente por cientos de vuelos internacionales. Para aerolíneas extranjeras, arrendadores de aeronaves, operadores de MRO y proveedores de servicios de aviación, comprender la legislación de aviación coreana es esencial para operaciones seguras, conformes y rentables en el país.
1. Legislación Principal y Marco Regulatorio
- Ley de Seguridad de Aviación (항공안전법) — La piedra angular de la ley de aviación coreana, que rige la aeronavegabilidad de aeronaves, licencias de pilotos, navegación aérea, investigación de accidentes y sistemas de gestión de seguridad (SMS). Promulgada en 2016, se alinea con las normas del Anexo de la OACI.
- Ley de Negocios de Aviación (항공사업법) — Regula las licencias de aerolíneas, horarios, manejo en tierra, operaciones de vuelos chárter y negocios aeroportuarios. Las aerolíneas extranjeras deben obtener el estatus de transportista designado antes de comenzar operaciones regulares hacia/desde Corea.
- Ley de Instalaciones Aeroportuarias (공항시설법) — Cubre la construcción y operación de aeropuertos, y los derechos/deberes de los usuarios del aeropuerto, incluidas las aerolíneas extranjeras.
2. Acceso al Mercado: Requisitos de Transportista Designado
2.1 Acuerdos Bilaterales de Servicios Aéreos (BASAs)
Corea ha concluido acuerdos bilaterales de servicios aéreos con más de 90 países. Estos acuerdos especifican las rutas, frecuencias, capacidad y reglas tarifarias para los transportistas designados de ambos países. Antes de que una aerolínea extranjera pueda lanzar servicios regulares, el BASA de su país de origen con Corea debe permitir la ruta y capacidad solicitadas.
2.2 Designación y Permiso de Aerolínea Coreana
Bajo la Ley de Negocios de Aviación, una aerolínea extranjera debe:
- Ser designada formalmente por su gobierno de origen como transportista autorizado para servir a Corea bajo el BASA aplicable;
- Solicitar un permiso de negocio de transporte aéreo extranjero al MOLIT;
- Demostrar solidez financiera, cobertura de seguro adecuada y cumplimiento con los requisitos de seguridad coreanos;
- Obtener asignaciones de slots en aeropuertos coreanos;
- Registrar un representante local u oficina de enlace en Corea.
3. Obligaciones de Protección al Consumidor
La Regulación de Protección al Consumidor de Transporte Aéreo impone obligaciones significativas a todos los transportistas que sirven a pasajeros coreanos:
- Compensación por retraso/cancelación de vuelos: La ley coreana requiere compensación en efectivo por retrasos superiores a 3 horas (domésticos) y varios umbrales internacionales, más comidas y alojamiento para retrasos prolongados.
- Overbooking: La compensación por denegación involuntaria de embarque es obligatoria, similar al Reglamento EU 261/2004 pero con reglas coreanas específicas sobre montos y procedimientos.
- Responsabilidad por equipaje: El Convenio de Montreal (del que Corea es signataria) rige las reclamaciones internacionales por equipaje, con límites de compensación basados en DEG.
4. Responsabilidad de Aviación
Corea es estado parte tanto del sistema del Convenio de Varsovia como del Convenio de Montreal (MC99). Las reclamaciones internacionales de pasajeros se rigen por MC99 con su régimen de responsabilidad de dos niveles:
- Primer nivel (hasta 113.100 DEG): Responsabilidad objetiva, sin defensas disponibles para el transportista.
- Segundo nivel (por encima de 113.100 DEG): El transportista puede exonerarse demostrando que no fue negligente o que el daño fue causado únicamente por un tercero.
5. Preguntas Frecuentes (FAQ)
P1: ¿Necesita una aerolínea extranjera un permiso separado para cada nueva ruta a Corea del Sur?
Sí. Cada nueva ruta o aumento de frecuencia requiere aprobación del MOLIT bajo la Ley de Negocios de Aviación, además de la autorización de su estado de origen bajo el acuerdo bilateral de servicios aéreos aplicable. El proceso generalmente toma 4-8 semanas para solicitudes directas.
P2: ¿Puede una aerolínea extranjera poseer acciones en una aerolínea coreana?
La propiedad extranjera de aerolíneas aéreas coreanas está restringida. Bajo la Ley de Negocios de Aviación, los extranjeros no pueden mantener más del 50% de los derechos de voto en una aerolínea doméstica coreana.
P3: ¿Qué sucede si una aeronave extranjera no pasa una inspección en rampa coreana?
Si se encuentran deficiencias durante una inspección en rampa coreana, el MOLIT puede emitir un Aviso de Deficiencia que requiere acción correctiva antes de la salida. En casos graves, la aeronave puede quedar inmovilizada en Corea hasta que se rectifique la deficiencia.
P4: ¿Las regulaciones coreanas de protección al consumidor son más estrictas que el Reglamento EU 261/2004?
En algunos aspectos, sí. Las reglas de compensación coreanas por retraso de vuelos cubren ciertas situaciones no cubiertas bajo EU261, y los umbrales de compensación por retraso de equipaje difieren. Los tribunales coreanos también han interpretado las leyes de protección al consumidor ampliamente a favor de los pasajeros.
P5: ¿Cuáles son los requisitos coreanos para el seguro de aviación?
Todos los transportistas que operan en el espacio aéreo coreano deben mantener seguro que cubra responsabilidad de pasajeros (al menos los límites del MC99/Convenio de Varsovia), responsabilidad de carga/equipaje, responsabilidad de terceros y cobertura de riesgo de guerra.
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