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.

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In the 1870's a bishop who had charge of a small denominational college made his annual visit and stayed with the president. The bishop boasted a firm belief that everything that could-be invented had been invented. The college president thought otherwise. “In 50 years,” he said, “men will learn how to fly like birds.” The bishop, shocked, replied, “Flight is reserved for angels, and you have been guilty of blasphemy.”

Historically the United States has been built upon the principles of free competitive enterprise. Americans pride themselves that rivalry in production and markets has created the richest country in the world. Free competition has directed the essential energies of the workers to world leadership in industrial productivity and technological development. Political and social freedoms are dependent upon a private enterprise economy which has brought about the best possible product at the best margin of profit including the most rapid rate of growth commersurate with the ability of the populous to absorb technological advancement.

This thesis deals with the technical and legal measures presently available to combat space debris. Space debris is not as far out as it sounds. The issue is real and may become severe if no action is taken. / Focusing on existing legal instruments, this study shows their inadequacy in addressing space debris. As space debris was not considered an actual or a legal problem at the time of drafting, the provisions of international space law fail to provide solutions in certain areas. / Recommendations for the future are made. Considering the increase in outer space activities, solutions for the space debris threat are a necessity. Developing technology will only solve some of the problems as the amount of space debris proliferates in collisions of existing debris. Therefore, legal challenges will also be faced, some of which are discussed herein.

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In the law of compensation it is generally recognized that a causal relation must exist between the loss or damage for which compensation is sought and the act or omission of which complaint is made. If the person suffering damage cannot establish such relationship one of the main conditions for receiving compensation is unfulfilled. In this study, however, the expression "cause of damage" has another causal relation in view. It concerns the chain of causation leading up to the phenomenon, for example an accident, which is the established cause of the damage.

The subject of the legal status of the aircraft commander is to a large extent regulated by all national legal systems. A number reasons have led authorities in each country to legislate on aviation on military grounds as well as for safety reasons. All this, in turn, has given rise to a bewildering variety of rules on the subject. The aircraft commander is essentially destined to act beyond national boundaries and thus under different jurisdictions. Needless to say, this situation causes great concern since the powers and duties of the commander are bound to change according to the provisions of each national legal system.