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6/17/21 

AIM 

Section 5.  Other Airspace Areas 

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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

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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. 

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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 

Other Airspace Areas 

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