International Airspace Research Articles

Financial and Economic Situation and Development Features of Aviation Industry Entities

The relevance of the problem is determined by the fact that under the conditions of sanction pressure on the economy of the Russian Federation and periodic restrictions on the movement of air vehicles in international airspace, gaps arise in the continuity of functioning of aviation industry entities, creating barriers to obtaining and maximizing profi ts. The purpose of the study is to analyze the fi nancial and economic situation of aviation industry entities and determine the conditions for their further development. Materials and research methods — the systematic approach and situational analysis used in writing the article were based on processing the resources of information retrieval systems: GARANT, Consultant Plus. Also, the use of abstraction, grouping and series of dynamics of revenue, cost and profi t of the largest airlines in Russia made it possible to identify the priorities and causes of the fi nancial decline of the leaders of the national aviation market. As a result of the analysis of indicators of transport work and the aircraft fleet of the Russian air transport system, the reasons and possibilities for ensuring the availability of air transportation through the implementation of government support measures, including subsidizing the transportation of citizens and the development of regional transportation, were established. The article provides facts based on the results of the analysis of the Comprehensive Program of the current state and development of the aviation industry of the Russian Federation until 2030, among which important attention is paid to the need to achieve a gradual reduction in the number of foreign-made aircraft fl eet. The article reflects that the priority factors influencing the determination of consumer choice in the aviation market are: effective on-board technologies; network route offers and various loyalty programs for regular customers of passenger services. The authors of the article identified the reasons for the decline of PJSC Aeroflot, which was experiencing fi nancial difficulties and the risk of losses. The directions for further development of the largest airlines in Russia have been determined, taking into account «targeted» subsidizing measures and improving measures of state support for subjects of the Russian airline business.

Development of the Single European Sky

The objective of the research is to present the development of the Single European Sky initiative and to outline its importance for the European economy and the European aviation industry. The paper reviews in detail the concept of the Single European Sky, the economic factors that have led to its formation and the European regulatory framework comprised of a set of EU-wide rules on Air Traffic Management (ATM) safety, on the provision of ATM services, on airspace management and on interoperability within the network, as well as financial support to the technological modernization programme (the SESAR project). It presents the rulemaking activity of the European Commission to deal with the inefficiency of the European ATM System due to the fragmented character of international airspace, fragmented into smaller air traffic control centres divided by the national boundaries, effectively limiting integration, interoperability, and economies of scale, and leading to induced delays, excessive air-traffic control costs and uneconomical flight trajectories. The applied research methodology includes content analysis, analysis of statistical data, historical data, conclusions, and generalizations. The hypothesis is that the strategic goals of the Single European Sky initiative and its implementation are beneficial for the competitiveness of the European aviation industry, and the common rules and the introduction of a harmonized legislative framework will contribute to improving the efficiencies of ATM while accounting for the interests and singularities of all stakeholders in the European aviation value chain.

Case study of TCAS implementation in modern FMS

In this paper, uncertainty is included in the extended framework of global air traffic both through the action of the wind and through the incomplete determination of the aerodynamic coefficients and the inevitable imprecision involved in the execution of ATC instructions. In order to study the air conflict detection process in detail, the possibility of potential conflicts must be evaluated, considering the current state of the international airspace, and taking into account the uncertainty in calculating the future position of the aircraft. A mathematical model for predicting potential aerial conflicts is necessary for this objective. In a probabilistic framework, the mathematical model thus created could be either an empirical distribution of future aircraft positions in space or a dynamic model, such as a stochastic differential equation, that describes the movement of the aircraft and implicitly defines a distribution for the position’s future of the aircraft/ future aircraft positions. Based on the prediction model, aircraft flight safety matrices can be evaluated. The mathematical methods applied in the Detection and Resolution of Air Traffic Conflicts - CDR involve a wide range of fields, but also the appropriate modeling of physical systems such as airplanes, the codification of mathematical algorithms for conflict detection, as well as the properly applied procedures for resolving potential air conflicts.

Evaluation of Interference Analysis from 5G NR Networks to Aeronautical and Maritime Mobile Systems in the Frequency Band 4800–4990 MHz

The current deployment of 5G NR in the frequency band 4800–4990 MHz in multiple countries near the coastlines indicated that there might be a potential risk of harmful interference impacting aeronautical and maritime systems located in international airspace and international waters. This raised numerous concerns about whether 5G NR system rollouts in that band need to be restricted by the power flux density limits created at the border of the territorial waters, which equals 12 nautical miles from the coastline. This work contains a case study based on the example of the Pacific region, where a simulation of aggregate interference from 5G NR base stations and user equipment deployed in the cities near the coastline using Monte Carlo analysis was conducted. The results of the study show that no harmful interference to the aeronautical and maritime services operating in international airspace and waters is expected even when the aircraft or vessels are located at the border of the territorial airspace and waters from the coastline. Therefore, no restriction to the 5G NR deployment in the coastline regions in the frequency band 4800–4990 MHz is required.

A Study of Adjective-Noun Collocations in Chinese English

This study explores the collocational patterns of ten high-frequency adjectives in the Written Corpus of China English (abbreviated to WCCE) with a focus on its collocations with nouns. A corpus-based comparative methodology was adopted to investigate the differences between China English and British English in the use of adjective and noun collocational patterns. The major findings of the study can be stated as follows: 1) Some collocational structures only occur in the Chinese context, such as economic rebalancing, economic belt, and international airspace. 2) Some collocational structures, like economic corridor, economic construction, new energy, are used more frequently in China English than in British English. 3) The frequencies of some collocational structures in BNC are much greater than those in WCCE, in particular, Old Testament, local election. The reasons for these different uses of collocational structures with distinct Chinese features might include (but not limited to), i. the development of China’s economy (e.g. economic belt, economic corridor); ii. the differences between China and Britain in politics and society (e.g. Old Testament, local election); iii. the influence of the development of science (e.g. new energy); iv. linguistic transfer (e.g. old Yao, economic take-off). The findings show that China English has its distinctive collocational patterns which may suggest that English used in China has undergone a process of nativization.

Formation of unmanned aircraft trajectory when flying around prohibited areas

Considered the problem of flying over restricted areas by an unmanned aerial vehicle (UAV), which have various shapes and restrictions, set on the basis of the international airspace classification system for aviation in accordance with the Chicago Convention and the recommended principles for the formation of forbidden zones, rules for creating a flight route along forbidden zones and actions in case of border violations of restricted areas. The problem of analytical synthesis of the control acceleration of an unmanned aerial vehicle (UAV) is solved during its flight along a route passing along the boundaries of the forbidden zone of a given shape, along a given trajectory, which consists of subsequent segments located at the same height relative to the earth’s surface, in a given coordinate system. The optimal control synthesis problem is solved as an analytical definition of the optimal control of a linear non-stationary system based on the quadratic quality functional. A mathematical model of UAV motion in the horizontal plane is proposed, in the form of a system of ordinary differential equations in the Cauchy form. A law for measuring the control acceleration of the UAV’s center of mass is obtained on the basis of specifying the minimized quality functional and the corresponding constraints, which is a feature of the considered method of solving the problem. The proposed quality functional takes into account the parameters of coordinates and speed of the UAV, which correspond to the given points in the airspace, which characterize the necessary trajectory for flying around the restricted area. The derived mathematical dependences make it possible to implement them on board a UAV and minimize energy costs when guiding a UAV moving through specified points in space. Computer modeling of the derived analytical results, mathematical dependencies representing the optimal trajectory of the UAV flight along the boundaries of the forbidden zone, as well as the corresponding processes of changing the control acceleration and speed of the UAV movement was carried out, which made it possible to draw conclusions about the efficiency of the proposed method and the feasibility of its further use as a basis. for the initial stage of the synthesis of the UAV control system.

A Model for Buoyant Tephra Plumes Coupled to Lava Fountains With an Application to the 29th of August 2011 Paroxysmal Eruption at Mount Etna, Italy

AbstractExplosive basaltic eruptions pose significant threats to local communities, regional infrastructures and international airspace. They produce tephra plumes that are often associated with a lava fountain, complicating their dynamics. Consequently, source parameters cannot be easily constrained using traditional formulations. Particularly, mass flow rates (MFRs) derived from height observations frequently differ from field deposit‐derived MFRs. Here, we investigate this discrepancy using a novel integral plume model that explicitly accounts for a lava fountain, which is represented as a hot, coarse‐grained inner plume co‐flowing with a finer‐grained outer plume. The new model shows that a plume associated with a lava fountain has higher variability in rise height than a standard plume for the same initial MFR depending on initial conditions. The initial grain‐size distribution and the relative size of the lava fountain compared to the surrounding plume are primary controls on the final plume height as they determine the strength of coupling between the two plumes. We apply the new model to the August 29, 2011 paroxysmal eruption of Mount Etna, Italy. The modeled MFR profile indicates that the field‐derived MFR does not correspond to that at the vent, but rather the MFR just above the lava fountain top. High fallout from the lava fountain results in much of the erupted solid material not reaching the top of the plume. This material deposits to form the proximal cone rather than dispersing in the atmosphere. With our novel model, discrepancies between the two types of observation‐derived MFR can be investigated and understood.

ІНШОМОВНА ГОТОВНІСТЬ ЯК НЕОБХІДНА СКЛАДОВА МАЙБУТНЬОЇ ПРОФЕСІЙНОЇ ДІЯЛЬНОСТІ АВІАЦІЙНИХ СПЕЦІАЛІСТІВ

Modern training of future aviation specialists in higher educational institutions has to ensure the acquisition of systemic knowledge, development of professional skills and abilities that will form the basis competent training and formation of readiness to perform professional duties. Basic professional functions of aviation specialists – ensuring safe, regular and orderly movement of aircraft. This type of professional activity, in which the specialist must follow all safety rules and ensure clarity in compliance with the rules and instructions not only in the native language, but, above all, in the international language of aviation - English. Therefore, the article pays special attention to the outline of the peculiarities of foreign language education of aviation specialists, specification of difficulties. This article summarizes and classifies the theoretical ideas of some scientists about the nature and components of the concept of foreign language readiness of future aviation professionals for professional activities. The importance of readiness as a necessary component of training cadets of flight schools for future professional activity is noted. The difference between similar concepts «readiness» аnd «preparedness» is defined. It is noted that the basis of preparation of cadets for flights should be case-study and quasi-professional activity, which is problematic and activates the search and mental activity of future aviation specialists, reflects the modern features of flights in international airspace and interaction with foreign partners, air traffic controllers. Having considered different approaches to defining the essence of the concept of "readiness", we concluded that foreign language readiness for professional aviation professionals should be defined as a state of guaranteed ability to successfully conduct English-language industrial radio exchange in non-standard and standardized circumstances based on international aviation standards. availability of a dynamic combination of knowledge, practical skills, ways of thinking, adequate perception, interpretation and accurate transfer of information in the conditions of individual interaction of aviation specialists.

Corpora de inglês aeronáutico: desafios para o estudo da área e proposta de trabalho conjunto

Inglês aeronáutico é o termo empregado para se referir às comunicações que ocorrem entre pilotos e controladores de tráfego aéreo durante os voos em espaço aéreo internacional. Neste artigo, apresentaremos dados de quatro corpora de inglês aeronáutico: dois de comunicações aeronáuticas reais e dois de atividades didáticas envolvendo aprendizes brasileiros, sendo um de pilotos e o outro de controladores. Será discutida a metodologia empregada para a compilação de cada um deles e realizada uma análise contrastiva de termos oriundos dos quatro corpora. Os resultados poderão ser aplicados tanto para informar o desenvolvimento de currículos quanto na elaboração de atividades didáticas voltadas a esses aprendizes, a fim de que desempenhem suas atividades com segurança.

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The complex nature of the professional activities of helicopter pilots actualizes a systematic approach to determining their readiness to perform their duties when flying in international airspace. At the same time, participation in peacekeeping operations, rescue expeditions, evacuation of the population makes increased demands on the level of their foreign language training in the higher military educational institution of aviation profile. Aviation English training is specific in terms of purpose, content, proficiency criteria and relevant professional and personal indicators and conditions of use. Given the importance of radio exchange in ensuring trouble-free flight activities, the article analyses the process of English-language preparation of future helicopter pilots for radio exchange at the main stages of the training flight. This training should take place with a gradual increase in the complexity of tasks, the advancement of cadets from learning and reproduction of language structures to independent modelling of professional communication situations. It involves the involvement of such resources of the information and educational environment of higher education institutions as regular classrooms with classrooms and / or interactive whiteboards, language classrooms, training cabins of Mi-2, Mi-8, Mi-24 helicopters, located in specialized classrooms. The most successful place to practice radio communication skills is an aviation simulator, which allows you to practice not only the speech response, but also the motor response to control the helicopter. Intelligence computer simulations of helicopter motion are promising, which creates unique opportunities for creating radio exchange learning situations. At the same time, the study of this issue allowed us to conclude that it is inexpedient in teaching cadets to focus only on standard phraseology of radio exchange, as the latter, although it helps to avoid misunderstandings, is not able to describe all possible circumstances and reactions. Therefore, in cases where the standard phraseology does not "offer any typical forms of verbal communication, pilots and air traffic controllers switch to ordinary English", which raises the issue of enriching the English-speaking arsenal of aviation professionals. Key words: aviation English, helicopter pilot, language tasks, flight situation, professional readiness, radio exchange, phraseology.

Эгейское море противоречий (Часть I)

The Aegean Sea as part of the Eastern Mediterranean has been a clash of national interests between Greece and Turkey for decades. In particular, this process has intensified since 1974, and although there have been certain peaks and troughs along the way, now it seems to be at a point of new aggravation in bilateral relations. In general, this state of affairs is due to the particular geographical characteristics of the Aegean Sea, namely the large number of Greek islands, rocks and island formations scattered throughout its waters, often close to the Turkish coastline. Through them, Athens can lay claim to significant areas of both waters, seabed and subsoil, as well as airspace, over which its sovereignty, sovereign rights and jurisdiction would extend. Such rights and powers are granted to Greece under the current international law of the sea and, above all, under the 1982 UN Convention on the Law of the Sea, to which Greece is a full party. However, the Aegean will in any case continue to be a region where other countries, including extra-regional ones, have their own interests in shipping and other maritime activities. In particular, it applies to the Russian Federation and the U. S. Turkey, for its part, is directly dependent on unhindered passage of its ships and warships from the Aegean Sea to the Black Sea and vice versa. The first part of this paper analyzes the historical and documentary background of the Turkish-Greek controversy, based on different understandings of the provisions and language of international agreements, such as the Lausanne Peace Treaty of 1923 and the Paris Peace Treaty of 1947. Turkey’s reasons for linking the issue of Greek sovereignty over particular islands in the Aegean Sea to their demilitarized status as prescribed in these international treaties is described. The reasons why incidents between Greek and Turkish warplanes regularly occur in the Aegean airspace, which have different interpretations of the boundaries between national and international airspace, is explored. Special attention is paid to the legal basis for the formation of air defense identification zones and flight information regions by various states, including Greece. It is shown, which legal documents regulate the establishment of Air Defense Identification Zone (ADIZ) and Flight Information Area (FIR).

Some issues of regulation of international flights by the legislation of Ukraine

The article reveals the interpretation of the concept of “international flights” in accordance with the legislation of Ukraine andsubstantiates the opinion that it is advisable to fix the corresponding definition in the provisions of the Air Code of Ukraine. In addition,the concepts of “legal regime of international flight” and “airspace of Ukraine” are analyzed, in particular, attention is paid to the problemsof establishing the boundaries of state sovereignty over airspace and various approaches to their solution and the author’s positionwith respect to this phenomenon are considered.In addition, the study of national legislation and international legal regulation of international flights provides an opportunity toidentify commonalities and differences and understand at what stage of the flight state legal regulation ceases to operate, and internationalnorms are gaining strength.The norms of international air law regulate the relations of states regarding the implementation of international flights by theiraircraft, which should be understood as flights through the airspace over the territory of more than one state. From the point of view of law, the sphere of international law covers two levels: 1) legal regulation of international flights in the airspace of a number of states;2) legal regulation of flights in international airspace. Each state independently determines the procedure for admission of foreign aircraftto its airspace. Such a permit system is the basis of the legal regime of the airspace of all states today, which is mandatory for bothscheduled and non-scheduled international flights.Note that no differences were found. The article also reveals the features of aviation and characterizes its types, which includecivil and state aviation. The author also examined the problems existing in the legislation of Ukraine in the field of safety of internationalflights and suggested possible solutions.

Integrated maritime picture for effective domain awareness

According to the IMO (International Maritime Organization) MDA (Maritime Domain Awareness) is defined as “Effective understanding of anything associated with the maritime domain that could impact the security, safety, economy, or environment”. As per the geography, more than half of the countries in the world map are littoral states. Hence, Maritime Domain Awareness is a great concern of many states, as described by Bateman in his writing “Solving the “Wicked Problems” of Maritime Security”. However, incidents that are reported in maritime environments are evidence that the security and safety of the maritime environment are causing serious influence on the national security of states. Hence, maritime security has become a great concern of littoral and non-littoral nations, and action has been taken to have effective maritime domain awareness.
 Even though the maritime environment is far from human occupation, each and every bit of ocean environment is monitoring by many agencies for their own interests. This was proven in the incident of Malaysian airliner MH370, showing the intensity of monitoring of the maritime environment and the international air space. However, in contradiction, exploitation of the sea for illegal activities are also increasing day by day, and drug trafficking, human smuggling, and human trafficking are some of the top listed criminal activities taking place in the maritime environment. Even though the capability is such to monitor the ocean mass effectively, sea routes have become the main supply routes of drugs and narcotics. The real cause for this situation is poor coordination among national and international organizations for information sharing on maritime picture. In the absence of such mechanisms, monitoring stations operate independently to obtain what they are interested in and, as a result, none of them obtain a complete picture of the domain. Using this background, this paper discusses an effective mechanism to integrate monitoring mechanisms for a complete maritime picture.

THE CHALLENGES OF INTERNATIONAL AIR LAW PRINCIPLES IN GLOBALIZATION ERA

The concept of state’s sovereignty had become one of debatable issues within the international law studies during the 20 th century. International air transport has always been one of the most regulated of industries of globalization. Therefore, airspace sovereignty no escape from the challenges of globalization. This regulatory system has been changing recently because of worldwide initiative that have paved the way for enhancing air transport liberalization. This is why numerous models have been hypothesized for a new (multilateral) aviation order to supersede bilateralism, which still remains the primary vehicle for liberalizing international air transport service for most states. This study intends to discuss about the basic principles of international airspace law that frequently facing challenges in the globalization era. In the last few decades is that the economic aspects of airspace sovereignty have dominated change, or the lack thereof, in the international air sovereignty regime. In addition, there are many challanges in politic and law. In the context of Indonesia airspace challanges, in the near future, it is needed to revitalize the function of the strong regulation. This can be started by re-evaluating the regulations that is continued by the arrangement of the anatomy of the setting that is comprehensive, systematic, careful, effective and also efficient based on two importance that are prosperity and security.

Global Response of Clear‐Air Turbulence to Climate Change

AbstractClear‐air turbulence (CAT) is one of the largest causes of weather‐related aviation incidents. Here we use climate model simulations to study the impact that climate change could have on global CAT by the period 2050–2080. We extend previous work by analyzing eight geographic regions, two flight levels, five turbulence strength categories, and four seasons. We find large relative increases in CAT, especially in the midlatitudes in both hemispheres, with some regions experiencing several hundred per cent more turbulence. The busiest international airspace experiences the largest increases, with the volume of severe CAT approximately doubling over North America, the North Pacific, and Europe. Over the North Atlantic, severe CAT in future becomes as common as moderate CAT historically. These results highlight the increasing need to improve operational CAT forecasts and to use them effectively in flight planning, to limit discomfort and injuries among passengers and crew.

The Great War of Enclosure: Securing the Skies

AbstractSwarms of police drones, fleets of overhead delivery bots, and flocks of private security drones are set to multiply the complex interfaces between state, capital, and sense. This paper explores the military and economic enclosure of the atmosphere by drones. For centuries, capitalist enclosure has privatized and secured common spaces: territorializing new power relations into the soil. Enclosure now operates through an increasingly atmospheric spatiality. The birth of airpower enabled new vertical regimes of state power, capital accumulation, and violence. Now, drones are materializing both intimate and pervasive colonizations of local, national, and international airspace. Crucially, this discloses new morphologies and ontologies of urban (in)security, in which an atmospheric state polices deterritorialized aerial circulations. Such a reenchanted atmosphere collapses the geopolitical and geoeconomic in uncertain robotic orbits. This paper, which connects past and present, is driven by a deeper concern for the existential dimensions of dronified skyscapes, subjects, and violence.

All adrift: aviation, shipping, and climate change policy

All sectors face decarbonization for a 2 °C temperature increase to be avoided. Nevertheless, meaningful policy measures that address rising CO2 from international aviation and shipping remain woefully inadequate. Treated with a similar approach within the United Nations Framework Convention on Climate Change (UNFCCC), they are often debated as if facing comparable challenges, and even influence each others’ mitigation policies. Yet their strengths and weaknesses have important distinctions. This article sheds light on these differences so that they can be built upon to improve the quality of debate and ensuing policy development. The article quantifies ‘2 °C’ pathways for these sectors, highlighting the need for mitigation measures to be urgently accelerated. It reviews recent developments, drawing attention to one example where a change in aviation mitigation policy had a direct impact on measures to cut CO2 from shipping. Finally, the article contrasts opportunities and barriers towards mitigation. The article concludes that there is a portfolio of opportunities for short- to medium-term decarbonization for shipping, but its complexity is its greatest barrier to change. In contrast, the more simply structured aviation sector is pinning too much hope on emissions trading to deliver CO2 cuts in line with 2 °C. Instead, the solution remains controversial and unpopular – avoiding 2 °C requires demand management.Policy relevanceThe governance arrangements around the CO2 produced by international aviation and shipping are different from other sectors because their emissions are released in international airspace and waters. Instead, through the Kyoto Protocol, the International Civil Aviation Authority (ICAO) and the International Maritime Organization (IMO) were charged with developing policies towards mitigating their emissions. Slow progress to date, coupled with strong connections with rapidly growing economies, has led to the CO2 from international transport growing at a higher rate than the average rate from all other sectors. This article considers this rapid growth, and the potential for future CO2 growth in the context of avoiding a 2 °C temperature rise above pre-industrial levels. It explores similarities and differences between these two sectors, highlighting that a reliance on global market-based measures to deliver required CO2 cuts will likely leave both at odds with the overarching climate goal.

Mary Shelley's Global Atmosphere

The Last Man's description of the atmosphere's role in spreading apocalyptic plague poses a problem for scholarly arguments associating the plague with the sins of empire. This article argues that the relationship between the plague's miasmatic transmission and imperial trade can be understood in relation to Romantic aeronautical imagery and the emergent concept of international airspace. Whereas late eighteenth-century depictions of atmosphere tended to portray national air as isolated from that of the rest of the world, the invention of balloon flight had helped usher in an era in which Britain's “pure air” could be seen as entangled with that of its current and former colonies. Like some contemporary abolitionists, Shelley draws on the idea of a shared planetary atmosphere to suggest that fates of “the inhabitants of native Europe” and “the swarthy African” (332) are linked, and that Britain's toleration of slavery elsewhere in the world will contaminate the moral atmosphere of the nation. Through her depiction of the realization, and subsequent destruction, of the navigable air balloons “foretold in by-gone time by . poets” (55), Shelley is also raising the question of whether literature can shape a better future, or whether the best efforts of writers will, in the end, be unable to overcome the poisonous atmosphere generated by human greed. The Last Man thus serves as an example of how the Romantics used atypical forms of space such as the atmosphere to meditate on the relationship between national cultures and global circulation.

THE INSTITUTIONAL COMPETENCE OF THE BORDER CONTROL OF THE AIRSPACE OF LATVIA

This paper reflects the problematic issues regarding the legal framework of Latvian airspace border control. Currently the legal framework in relation to airspace border control in Latvia is rather confusing and incomplete since there is no specific division between responsibilities of certain authorities and compliance to international airspace regulations as well as the competence of the NATO in the control of national airspace regime. Therefore it is essential to evaluate the functions and available resources of the State Border Guard as a law enforcement institution within the context of Border Guard law regarding the responsibility of the State Border Guard together with National Armed Forces in prevention and repelling of attacks on the airspace of the territory of Latvia.

Onboard Electronic Fraud: Piracy in the Twenty-First Century?

Internet access is available on some international flights; this will become more commonplace in the future. Internet frauds abound. Already, most personal banking is performed using the Internet; it is easy to transfer funds from one account to another, including from a personal or trust account to that of a fraudster. For example, if a trustee who is both an Australian citizen and a Hong Kong permanent resident, on board an aircraft (Cathay Pacific, Virgin Atlantic, or Qantas) in international airspace flying from Hong Kong to Australia, uses a personal computer to access an Australia-based trust account and (while unauthorized) transfers money to a personal account, has the trustee committed any crime for which he/she may be arraigned in any jurisdiction? It will be argued that the answer may be 'no'. What if the trustee is flying Cathay Pacific? This is partly because the law of Hong Kong insists that Hong Kong has jurisdiction over acts committed by persons aboard Hong Kong-registered aircraft yet does not recognize Internet activity of the type indicated above as a crime if the perpetrator is in international airspace. Similarly, if the trustee is on Virgin Atlantic, the United Kingdom claims jurisdiction and holds that no crime has been committed unless a trust fund based in the home country has been plundered. However, the (Australian) Criminal Code 1995 (Cth) (hereinafter 'the Code') appears to forbid the type of fund transfer mentioned (whether the trustee is on Cathay Pacific, Virgin Atlantic, or Qantas); it thus seems at first blush that the trustee has committed a crime in Australia. The problem is that a Commonwealth prosecutor cannot (it is submitted) access the Code, because the Crimes (Aviation) Act 1991 (Cth) (promulgated earlier in time than the Code) effectively states that no non-violent act in which a person engages on an Australia-bound aircraft (Qantas or otherwise) in international airspace after takeoff from a foreign country is a crime. On such a flight, the Code is inapplicable. The maxim generalia specialibus non derogant is relevant. One solution is that concerned States should draft and sign a treaty that puts national law to one side to ensure that modern-day pirates (such as the errant trustee) are nowhere safe. Similar treaties are already in force to deal with high-seas pirates and aircraft hijackers; the meaning of piracy requires expansion in the twenty-first century.