The global limitation of the shipowner's liability has been called the 'clé de voûte', the 'keystone', of maritime law. International air law does not have a global limitation of liability, and if one had to characterize the importance of limitation of liability in the field of aviation it would be more appropriate to compare it with the 'leitmotiv' of some unfinished symphony. It certainly is not the only theme, but it is one that comes back every now and then and which makes international private air law, as it has developed in the last 25 years, unthinkable without a limitation of the carrier's or operator's liability.

The purpose of this study is to examine in detail certain international conventions in the field or air law with a view to determining under what conditions international air carriers are responsible for the acts of agents and servants. The agreements considered are the Warsaw Convention (12 Oct. 1929), the revision of the Warsaw Convention proposed at Rio de Janeiro (Sept. 1953), the second Rome Convention (1 Oct. 1952), and the Draft Convention on Aerial Collisions (12-22 Jan. 1954, Paris). Other treaties will be treated incidentally.

The subject of this paper has been much discussed. For even before the Wright Brothers had successfully test-flown their aeroplane, Fauchille in 1902, had already drafted his “Legal Regime of the Aerostats". In that paper provisions were made regarding crimes and birth of a child in a balloon. From that time on up to the present, the subject has been pursued intermittently by international law associations and by well-known publicists. Various conferences or congresses had discussed the subject, but nothing beyond the proposal stage was done.

Two States, namely the United States and Canada, have seen fit, in recent years, to formulate rules, for security purposes, in respect of identification and control of aircraft approaching their coasts, or within certain fixed zones contiguous to the coast, whereby, in effect, they assert a jurisdiction for that limited purpose only, which departs drastically from the popular conception in Maritime Law of the three-mile limit, six-mile limit, or twelve-mile limit, which has heretofore been generally accepted, among laymen particularly, and by governments, and indeed, by some international lawyers, as the limit to which a State may exercise jurisdiction over the high seas contiguous to its coasts, for various purposes. [...]

Un abordage aérien est le creuset où viennent se fondre tous les problèmes de la responsabilité aérienne: en effet, un abordage dans les airs donne très souvent naissance à une série d'obligations entre exploitants, passagers, chargeurs, tiers à la surface et cet ensemble d'obligations n'a pas encore été réglementé du point de vue international; les législations nationales ont partiellement résolu ces problèmes, à la lumière du droit commun, du droit terrestre et maritime et bien rarement en vertu de dispositions spéciales de "lois aériennes". [...]

A B.B.C. musical critic, reviewing an interpretation of an Elgar symphony, stated that "with Elgar, one travelled". He was pleasantly rebuked by a colleague who reminded him that people nowadays did not want to travel; they wanted simply to "get there". Fifty three years after the Wright Brothers demonstrated at Kitty Hawk that it was possible to fly heavier-than-air machines, the jet age is making its full impact upon us. Plans are vigorously afoot to transport the travelling public from one side of the Atlantic to the other in super swift aircraft, capable of carrying 100/120 passengers, at the approximate cost of $375 return fare.

The purpose of this paper is to deal with air carrier liability under Turkish Law. Certainly under usual circumstances such a study should not be a difficult one but following particularities of Turkish Civil Aviation have caused to be charged some heavy burdens on the author : [...]

No description available.

No description available.

Oscillatory velocity profiles and the pressure-flow relationship were measured in a 3:1 scale rigid model of the human central airways. A reciprocating pump provided flows with frequencies of 0.25, 1, 2 and 4 Hz and tidal volumes of 300, 500 and 1500 mL giving tracheal Womersley numbers up to 31 and peak tracheal Reynolds numbers up to 17000. A hot wire anemometer was used to measure velocities along two perpendicular diameters (one in the plane of the model and the other in the plane perpendicular to the model) at 10 stations distributed through the model. Velocities were also measured with and without a model larynx and with tracheal intubation in steady inspiratory flows. The flow distribution to the five lobar bronchi was identical in all experiments. / Oscillatory velocity profiles were compared with the steady velocity profiles at nearly identical Reynolds numbers. The flow in a branch was quasi-steady below a critical Strouhal number in agreement with an order of magnitude analysis. For quasi-steady oscillatory flows the velocity profile developed from an initially flat shape to the profiles characteristic of steady flow in branching tubes. Flows that were not quasi-steady exhibited relatively flat profiles over the entire respiratory cycle. The effects of tidal volume, frequency and the geometry of the airways on the velocity profiles were determined. / While the larynx produced a significant jet within the trachea it had no effect on the velocity profiles beyond the carina. The presence of a concentric endotracheal tube located halfway between the glottis and the carina had little effect on the velocity profiles in the main stem and the lobar bronchi. Inserting the tube further into the trachea altered the velocity profiles in the right upper lobar bronchus. / In oscillating flow the pressure was essentially uniform around the periphery of a branch in strong contrast to the results for steady flow. The pressure drop in oscillating flow was much larger than the pressure drop in steady flow at an equivalent flow rate. The functional form of the relationship between the pressure drop across the different branches of the model and the tracheal Reynolds number was similar to that suggested by earlier researchers, however the coefficients were very sensitive to the geometry of the model.