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At the time when ancient Greeks were imagining the myth of the flight of Daedalus and Icarus, ships were already available, using for their movement manpower or the power of the wind applied to their hoisted sails. Aegeus, another mythical hero and son of Thesseus, the founder of Athens, made his expedition to Crete, to kill the Minotaur of the Labyrinth, on board a ship, the sails of which were black. Already at that time, mariners were performing Sea Commerce between the various then known parts of the world. The owner of the ship was, at the same time, Master and merchant; he bought things in one place and sold them in another.

The year 1953 is the Fiftieth Anniversary of powered flight. What is the history of aviation from Icarus until today? The legend of Icarus is well-known, but little is known about the more historical than legendary first “heavier-than-air" flight. Nimrod, the builder of the famous tower of Babel, and contemporary of Abraham, who reigned over Lebanon, wanted to attack Jehovah in Heaven. He devised the plan of scaling the heavens in a car drawn by four strong birds. "The car, after wandering in space for a long time, crashed on Mount Hermon, where the body of the audacious monarch, horribly mutilated, was found and burled.”

Le problème de la responsabilité du transporteur des personnes envers ses voyageurs occupe une place importante dans le droit des transports; ce problème est particulièrement important dans le plus jeune mode du transport - le transport aérien. Ce problème évidemment n'est pas simple,- il embrasse plusieurs questions, dont une est la détermination du moment dans lequel la responsabilité du transporteur des personnes commence et quand elle prend fin. Ce moment, naturellement, n'est pas le même dans chaque mode de transport et il peut varier selon le caractère et la nature de ce mode ainsi qu’en dépendance des risques et dangers qu'il crée.

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The participation of Canada as an independent political entity in international agreements, is a comparatively new undertaking for our country, and one which, according to many authorities was not foreseen by the Fathers of Confederation when drafting the British North America Act, 1867. However a study of this subject reveals that its progress is closely related to the general development of Canada into a sovereign state, and in this Part a brief historical review will be made, together with a summary of the various types of international agreements that can be entered into and the procedural steps required to consummate these agreements.

The efforts towards the international unification of air law have been carried on since the Age of Aviation began. In 1911, the Comité Juridique International d'Aviation presented the first suggestion of a uniform law, the Code International de l'Air. International conferences and conventions have contributed to the partial unification of some rules in international air navigation. Many writers in this field have emphasized the convenience of a broader unity.

Aviation is dynamic. In air transportation progress constantly outstrips the most optimistic predictions, and the great post-World-War II advances in the aeronautical sciences have produced a new dimension in air transportation: the commercial turbo-jet aircraft. In referring to these new aircraft, one writer states, "It is not adequate to simply say that they are just a faster, bigger aircraft. [...]

This survey does not purport to be exhaustive or comprehensive. It is an introduction to the activities of ICAO, a U. N. specialized agency, in the field of air navigation facilities or services as carried out by the interested states in the North Atlantic. ICAO's programme for the international financing of services necessary to civil aviation in areas which did not receive sufficient local support for them, now comprises the series of air navigation services in Iceland, Greenland and the Faroe Islands and a network of ocean vessels in the North Atlantic.