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Aviation Weather Issues – Fog – Part 1: Types of Fog
A new trend seems to have developed in the Islamic community in Norway: The rightful Etruscan landowners are not bearing angry placards in front of the Vatican. Many countries impose overflight permit requirements, which apply to both private non-revenue and charter non-scheduled commercial flight activity. Fog has the potential to significantly impact flight operations in various parts of the world. Should that happen we would have no way to tell you why when, once again, no one seems to be home. We back up the entire blog frequently, so only a few posts will be missing when we restore.
Overflight Permits – Part 1: General Requirements
This business aviation blog post is part of a series on overflight permits. These differ in terms of regulations and airspace coverage area, depending on the country. Many countries impose overflight permit requirements, which apply to both private non-revenue and charter non-scheduled commercial flight activity. Over recent years more countries have been adding such requirements. Suriname and Brazil for example did not have overflight permit requirements in the past, but they both now do.
For aircraft flying on experimental or non-full airworthiness certificates, overflight permits are generally required even if the country in question does not require a permit for standard General Aviation GA flights. Experimental aircraft generally face longer permit lead times, additional documentation, and specific aircraft operating restrictions. While most countries in Asia, Africa, and South America require overflight permits, for private non-revenue and charter flights, these permits are generally not required for Europe.
Overflight permits can usually be processed within three to five business days, and this is the case for most of Asia, Africa, the Middle East, and South America. Some countries, however, require longer permit lead times. Mongolia, for example, needs 14 business days to approve an overflight permit while Togo requires 10 days, Myanmar mandates nine days, and Indonesia requires seven business days. Short-notice overflight permit requests may be possible at discretion of local CAAs. Some examples are as follows:.
Aeronautical Information Publications AIPs normally dictate rules, including overflight permit requirements, for each country. Routings based on best winds for example may set you up for airways that may be closed, one-way only, or not available to GA.
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This business aviation blog post is part of a series on fog and its effects on business aviation. Fog has the potential to significantly impact flight operations in various parts of the world. Fog occurs when the atmosphere is saturated, or nearly saturated, with moisture.
This occurs when temperature and dew point are brought close together. Fog results from either raising the dew point until it equals the temperature, or lowering the temperature to the dew point. Both fog and mist impact visibility. Fog is a low cloud with visible condensation of sufficient density to obscure line of sight views and, therefore, potentially interfere with aviation operations. Fog differs from mist in that its water particles are minute and suspended and do not fall earthward.
Freezing fog occurs when the air temperature is below freezing. It consists mainly of super-cooled water droplets that deposit rime or glaze on objects or surfaces.
Freezing fog can have significant impacts on aviation operations. While radiation fog is the most common type of fog, and usually has the greatest impact on aviation, operators must be prepared for a range of possible types of fog — depending on the destination, time of day and season of the year. If you have any questions about this article, or would like assistance with weather planning, contact me at stevearbogast univ-wea.
Stay tuned for Part 2, which covers more considerations on fog and its effects on business aviation operators. Steve Arbogast has nearly 30 years' experience in aviation meteorology. After eight years of active duty service in the U. Navy, he joined Universal in He currently serves as senior aviation and flight planning supervisor at Universal headquarters in Houston. Steve has attended and spoken at many business aviation- and FAA-related seminars and workshops, including volcanic ash workshops.
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