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Air Traffic Advisory Service is a service provided within advisory airspace to ensure separation, insofar as practical, between aircraft which are operating on IFR flight plans. The objective of the air traffic advisory service is to make information on collision hazards more effective than it would be in the mere provision of flight information service. It may be provided to aircraft conducting Instrument Flight Rules (IFR) flights in advisory airspace or on advisory routes (Class F airspace). Advisory service does not afford the degree of safety and cannot assume the same responsibilities as air traffic control service in respect of collision avoidance, since information regarding the disposition of traffic in the area may be incomplete. Advisory service does not deliver “clearances” but only “advisory information”. (ICAO Doc 4444: PANS-ATM, Chapter 9, Section 9.1.4)

Flight Information service is a service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. (ICAO Annex 11: Air Traffic Services) A flight information service may be provided on its own or in conjunction with an air traffic control service. Flight information service includes the provision of pertinent: SIGMET and AIRMET information; Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds; Information concerning the release into the atmosphere of radioactive materials or toxic chemicals; Information on changes in the serviceability of navigation aids; Information on changes in condition of aerodromes and associated facilities, including information on the state of the aerodrome movement areas when they are affected by snow, ice or significant depth of water; Information on unmanned free balloons; and, Any other information likely to affect safety.

Advisory services are meant for airspace which is classified as an advisory where civil controllers cannot assume the responsibility for the control. They simply suggest or advice, it is upto the captain to decide. Suggestions or Advice about the conflicting traffic which have submitted flight plans to ATC. Flight information is any useful information which assists captains for efficient conduct of flight , weather conditions enroute or destination, any change in status of nav aids, balloon flying activity.

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SBAS and GBAS are both technologies designed to improve the accuracy and reliability of GNSS positioning. GNSS accuracy depends upon factors such as satellite geometry, atmospheric conditions, signal obstructions, and the quality of the receiver used.

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The correct formula for relating QNH, QFE, and altitude in aviation is as follows: QNH = QFE + Altitude/29.92 This formula takes into account the standard atmospheric pressure lapse rate of 1 inch of mercury for every 1,000 feet increase in altitude. The divisor 29.92 represents the standard atmospheric pressure at sea level.

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Satellite coverage dependent on where you are in the world, although to a lesser degree. Inmarsat have coverage between plus and minus 80 degrees latitude, although Iridium have more, lower, satellites so can offer polar coverage too. There are only 15 HF transmitters stations in the world, but they have long reach and are located for polar and oceanic coverage. VHF is the main band for these messages, due line of sight, each geographic region uses a different frequency, and this is per datalink service provider, so ARINC in Europe is a different frequency to SITA in Europe

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Area minimum altitude also referred as minimum off-route altitude. provides minimum obstacle clearance above all obstacles in the area. Normally this means 2000 ft over high terrain or in mountainous areas and 1000 ft otherwise.

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