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AIM

10/12/17

3−5−1

Other Airspace Areas

Section 5. Other Airspace Areas

3−5−1. Airport Advisory/Information

Services

a. There are two advisory type services available

at selected airports.

1. Local Airport Advisory (LAA) service is

available only in Alaska and is operated within 10

statute miles of an airport where a control tower is not

operating but where a FSS is located on the airport. At

such locations, the FSS provides a complete local

airport advisory service to arriving and departing

aircraft. During periods of fast changing weather the

FSS will automatically provide Final Guard as part of

the service from the time the aircraft reports

“on−final” or “taking−the−active−runway” until the

aircraft reports “on−the−ground” or “airborne.”

NOTE−

Current policy, when requesting remote ATC services,

requires that a pilot monitor the automated weather

broadcast at the landing airport prior to requesting ATC

services. The FSS automatically provides Final Guard,

when appropriate, during LAA/Remote Airport Advisory

(RAA) operations. Final Guard is a value added

wind/altimeter monitoring service, which provides an

automatic wind and altimeter check during active weather

situations when the pilot reports on−final or taking the

active runway. During the landing or take−off operation

when the winds or altimeter are actively changing the FSS

will blind broadcast significant changes when the

specialist believes the change might affect the operation.

Pilots should acknowledge the first wind/altimeter check

but due to cockpit activity no acknowledgement is expected

for the blind broadcasts. It is prudent for a pilot to report

on−the−ground or airborne to end the service.

2. Remote Airport Information Service (RAIS)

is provided in support of short term special events like

small to medium fly−ins. The service is advertised by

NOTAM D only. The FSS will not have access to a

continuous readout of the current winds and

altimeter; therefore, RAIS does not include weather

and/or Final Guard service. However, known traffic,

special event instructions, and all other services are

provided.

NOTE−

The airport authority and/or manager should request RAIS

support on official letterhead directly with the manager of

the FSS that will provide the service at least 60 days in

advance. Approval authority rests with the FSS manager

and is based on workload and resource availability.

REFERENCE−

AIM, Paragraph 4−1−9 , Traffic Advisory Practices at Airports Without

Operating Control Towers

b. It is not mandatory that pilots participate in the

Airport Advisory programs. Participation enhances

safety for everyone operating around busy GA

airports; therefore, everyone is encouraged to

participate and provide feedback that will help

improve the program.

3−5−2. Military Training Routes

a. National security depends largely on the

deterrent effect of our airborne military forces. To be

proficient, the military services must train in a wide

range of airborne tactics. One phase of this training

involves “low level” combat tactics. The required

maneuvers and high speeds are such that they may

occasionally make the see-and-avoid aspect of VFR

flight more difficult without increased vigilance in

areas containing such operations. In an effort to

ensure the greatest practical level of safety for all

flight operations, the Military Training Route (MTR)

program was conceived.

b. The MTR program is a joint venture by the FAA

and the Department of Defense (DOD). MTRs are

mutually developed for use by the military for the

purpose of conducting low-altitude, high-speed

training. The routes above 1,500 feet AGL are

developed to be flown, to the maximum extent

possible, under IFR. The routes at 1,500 feet AGL

and below are generally developed to be flown under

VFR.

c. Generally, MTRs are established below

10,000 feet MSL for operations at speeds in excess of

250 knots. However, route segments may be defined

at higher altitudes for purposes of route continuity.

For example, route segments may be defined for

descent, climbout, and mountainous terrain. There

are IFR and VFR routes as follows:

1. IFR Military Training Routes−(IR).

Operations on these routes are conducted in

accordance with IFR regardless of weather

conditions.

2. VFR Military Training Routes−(VR).

Operations on these routes are conducted in

accordance with VFR except flight visibility must be