Injury and death claims after a plane or helicopter crash, where the rules depend on whether the flight was a scheduled airline, a charter or a private aircraft, and whether it crossed a border.
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Aviation cases are a specialty because the law that applies depends on the flight. A passenger hurt on a domestic airline flight has a claim under state law against the carrier, although federal aviation regulations set many of the standards of care and some courts hold that those federal standards displace state ones. A passenger on an international flight, meaning a ticket between two countries that have joined the treaty, is covered instead by the Montreal Convention, which makes the airline liable for bodily injury or death caused by an accident on board or while embarking or disembarking without the passenger proving fault, up to a liability threshold, and above that unless the airline proves it was not negligent. The Convention also fixes where the suit can be brought and its own time limit, and it displaces the state-law claim entirely.
Crashes of private and charter aircraft are governed by ordinary negligence law against the pilot and operator, and by product liability law against the manufacturer of the aircraft, engine or a component. Claims against general-aviation manufacturers face a federal statute of repose, the General Aviation Revitalization Act, which bars suits over an aircraft or part once a set period has passed since it was first delivered, with exceptions including misrepresentation to the FAA. Where air traffic control or another government function is blamed, the claim is against the United States under the Federal Tort Claims Act, which has its own administrative claim step and no jury. A crash on the high seas beyond the territorial waters brings in the Death on the High Seas Act, which limits the damages a family can recover.
The National Transportation Safety Board investigates civil aviation accidents and publishes factual reports and a probable-cause finding. By statute, the Board's probable-cause report cannot be admitted as evidence in a civil suit, although the underlying factual material often can. After a major airline crash the Aviation Disaster Family Assistance Act bars lawyers from making unsolicited contact with victims' families for a set period, and the airline must provide family assistance. Evidence that matters is held by the operator, the manufacturer and the FAA: maintenance logs, the flight data and cockpit voice recorders on larger aircraft, air traffic recordings, weather data, and the wreckage itself. Workers hurt on the job in an aviation crash, such as crew, usually have workers' compensation as their remedy against their own employer and a civil claim against everyone else.
Aviation cases turn on technical evidence and on which law applies, and both are decided early. Keep every document from the flight, including the ticket or itinerary, which determines whether the Montreal Convention governs, and do not give statements to the airline's or manufacturer's insurers before speaking to a lawyer. Choose a lawyer who has handled aviation cases, since these involve FAA regulations, NTSB procedure and often foreign law or defendants, and ask how the firm works with pilots, mechanics and accident reconstruction experts. Aviation cases are generally taken on a contingency fee.
Worried about the cost? A lawyer can be hired for one part of a case only (limited-scope representation), may be paid from what a claim recovers (contingency fee), or may be free through a pro bono program or legal aid; a court can also waive its own filing fees.
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