You are actually paying for Controlled Airspace service, and this has an upper limit, which varies a bit by country. In the US it is 60,000 feet, in Europe it's 66,000 feet - both well beyond what commercial aircraft are capable of. Mainstream airliners can typically get up to abut 45,000, and some business jets up to 51,000 feet. Concorde (which had specially designated corridors) excepted, of course !

Countries that have a peace agreement with Israel are probably the exception (to the no-overflight policy).

During the years of apartheid, South African Airways was not permitted to overfly many of the other African countries. So flights on the way to Europe had to make a huge detour around the continent and over the water.

Interesting, although I suspect that if there were commercial airplanes in regular service that flew above 60/66,000 feet, that magically the ceiling of controlled airspace would be raised.

As far as territorial integrity, control of a country's airspace continues up to 100km. Above that, by international treaty, you can overfly a country without permission or payment, but since you'd be in space at that point, you'd have to be a satellite or space shuttle or space station to take advantage of that. Below 100km, you have to submit to the national laws of whatever country you're over, or risk being shot down if the country is able to do so.

Interesting thread!

I recall in days past that flights to India had to avoid Pakistani airspace. Flying from Europe to Delhi took as long, if not longer, than flights to Mumbai. I recall on one flight from Frankfurt to Delhi the pilot saying that the flight would take an extra 90 minutes because they had to avoid Pakistan.

I also recall that this prohibition has now gone away.

B

You gotta love FT - I had no idea that "overflight" fees existed. I guess that the justification is ATC service.

In the mid-90's I used to fly DL from PDX to SEL. At some time, Russia agreed to allow overflights, which shortened the trip. But I remember the first couple of times doing it - the pilot made an announcement that once we were over Russian airspace, photography would not be allowed. Of course, the cameras appeared often after the announcement.

There's an intricate dance that goes on in order to pay your Cuba overflight fees. As a GA pilot, I was directed to "some guy" at Terminal E at MIA (via telephone) who asked me to fax him info about my aircraft, and payment of the fee (which I recall as being $10). ATC was expecting me when I got their each time, and ZMIA was expecting to hand me off. The other way was easier, as I just paid the gov't people in Cayman (my Cancun flight returned from Belize, so I didn't overfly).

She hasn't mentioned it for a few years but when my grandfather was based in Jakarta my mother said their commercial flights out there got a military escort across some part of the middle east. It was before I was born so I'm guessing it was during the early years of the Iran-Iraq War, or perhaps after the Soviet invasion.

Countries rake in a fair amount of revenue this way. As this document shows for example, NavCanada charges about $5,400 for a 747 to overfly Canada from SEA-LON, and about $1,700 for a 330 to use Canadian airspace on its way from JFK to FRA.

Additional stupid question - the oceanic rate covers vast swaths of the north Atlantic and north Pacific. So if an aircraft is to cross the US, it also has to pay the distance traveled in the oceanic zone as well? So a flight from SYD-LAX has to pay significantly more in oceanic fees than say, NRT-LAX? Or LHR-JFK less than JNB-JFK?

From what I understand those fee's are only for overflying, and not when they land/takeoff from the US. There are different fee's for that (landing fee's and the like.)

When I flew LAX-ICN, the flight path took us right along the North Korean border, which I was able to follow on the flight map. I was on the upper deck of a 744 and it was a clear night. You could see all of the lights of South Korea out the left. I was seated on the right and it was just about complete darkness out of the window looking out to North Korea / DPKR.

Flying EWR-DXB and return, we avoided flying over Iraqi airspace. Came down over Iranian airspace and then across the gulf into DXB - was on MH when they flew EWR-DXB-KUL.

No problems overflying Cuba; I presume a special license exists for US carriers to pay overflight and ATC fees.

Until the early nineties SA had no overflight rights in Africa and had to fly around West Africa which took about 2 hours longer than the direct route used by European airlines.

I flew WDH-FRA in the late 70s on SA on a 747. I had met the crew at the bar of the Hotel they stayed the night before, and some 3 hours into the flight was invited to the flightdeck.

It turned out that we were flying somewhere overland. When I asked about the overflight rights the pilot explained that there was no way any of the countries involved were able to find out whether a plane was crossing their airspace (no radar, or not functioning), and even if they were, they could do nothing about it. The only exception was the Gambia, which had state of the art Russia equipment as well as the skill to handle it. The French also had military stationed in the area, but they were aware and did not care.

The Moroccans also officially prohibited overflight, but in practice did not mind.

This took off about 2h off the flying time

Yes. Bermuda is within the jurisdiction of New York Center (ZNY):

Source: http://en.wikipedia.org/wiki/Bermuda...tional_Airport


In addition, I can imagine that the USA wants to stick it to off-shore businesses who fly their clients and employees from Europe to Bermuda to conduct shady deals.