AIM

8/15/19

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