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Aircraft Nationality: The Future Vision
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Aircraft Nationality: The Future Vision
Aircraft Nationality: The Future Vision
The problem of aircraft nationality has always been in existence. Issues concerning aircraft nationality were raised during the historical times of the aeronautical law. Depending on the registration reference, an aircraft should have a nationality as stated within the 1919 Paris Convention (Zwaan, 2011).
Claims, Issues and Arguments
Taking into consideration the issue of aircraft nationality, aircrafts have a nationality of the country that they are registered in. when an aircraft becomes registered in another country, the aircraft looses the nationality that it was holding prior to its registration. This means that the aircraft has the capability of loosing its nationality in cases where an aeroplane becomes registered in another company. The nationality of an aeroplane is considered important. The importance is stated within some chapters of the Chicago convention for instance; in chapters 12, 30, 31, and 32 (Zwaan, 2011).
Some of the benefits of aircraft nationality are identity. Aircraft nationality makes it easier to identify the country in which an aircraft is from. The U.S. unmanned aerial system fleet is tenfold what it was two decades ago, and the Pentagon is spending nearly $4 billion annually on UAS of all types. When the United States participated in a war with Iraq back in 1991 the value of the UAS marked was recorded to be below $400 million. This included the level of the sales of the target drones. The crises experienced in Europe and the US in conjunction to financial crises contributes to the technologies which contributed to reviving the defense drawdown. (Laurenţiu, 2011). This contributed towards driving the great increase in the purchases in the UAS purchases and their operations in Middle East countries such as Iraq. Coalition counterinsurgency requirements in particular have resulted in an increase in reconnaissance assets, with UAS proving very well suited for the task.
The increase in UAS flight hours illustrates their growing importance. U.S operated unmanned aircraft flew about 1,000 hr. in 1987. By 2009, operations had peaked at more than 600,000 hr. The U.S. flew fewer hours in 2010 owing to the drawdown of forces in Iraq, but still managed to accumulate more than 500,000 hr (Laurenţiu, 2011). The leading UAS provider remains General Atomics. The company competes in the largest sub segment of the market--medium-altitude, long-endurance systems. The company's Predator family is forecast to generate $7.2 billion in production value through 2020, accounting for 81% of this segment's overall total and 33% of the entire market.
Simultaneously, Northrop Grumman is expected to increase its share of the market from its cu
ent No. 2 position. Its Fire Scout...