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coast of the U.S., that contains activity that may be
hazardous to nonparticipating aircraft. The purpose
of such warning areas is to warn nonparticipating
pilots of the potential danger. A warning area may be
located over domestic or international waters or both.
AIM 2/19/04
3−4−2 Special Use Airspace
3−4−5. Military Operations Areas
a. MOAs consist of airspace of defined vertical
and lateral limits established for the purpose of
separating certain military training activities from
IFR traffic. Whenever a MOA is being used,
nonparticipating IFR traffic may be cleared through
a MOA if IFR separation can be provided by ATC.
Otherwise, ATC will reroute or restrict nonparticipating
IFR traffic.
b. Examples of activities conducted in MOAs
include, but are not limited to: air combat tactics, air
intercepts, aerobatics, formation training, and
low−altitude tactics. Military pilots flying in an active
MOA are exempted from the provisions of 14 CFR
Section 91.303(c) and (d) which prohibits aerobatic
flight within Class D and Class E surface areas, and
within Federal airways. Additionally, the Department
of Defense has been issued an authorization to
operate aircraft at indicated airspeeds in excess of
250 knots below 10,000 feet MSL within active
MOAs.
c. Pilots operating under VFR should exercise
extreme caution while flying within a MOA when
military activity is being conducted. The activity
status (active/inactive) of MOAs may change
frequently. Therefore, pilots should contact any FSS
within 100 miles of the area to obtain accurate
real-time information concerning the MOA hours of
operation. Prior to entering an active MOA, pilots
should contact the controlling agency for traffic
advisories.
d. MOAs are depicted on sectional, VFR Terminal
Area, and Enroute Low Altitude charts.
3−4−6. Alert Areas
Alert areas are depicted on aeronautical charts to
inform nonparticipating pilots of areas that may
contain a high volume of pilot training or an unusual
type of aerial activity. Pilots should be particularly
alert when flying in these areas. All activity within an
alert area shall be conducted in accordance with
CFRs, without waiver, and pilots of participating
aircraft as well as pilots transiting the area shall be
equally responsible for collision avoidance.
3−4−7. Controlled Firing Areas
CFAs contain activities which, if not conducted in a
controlled environment, could be hazardous to
nonparticipating aircraft. The distinguishing feature
of the CFA, as compared to other special use airspace,
is that its activities are suspended immediately when
spotter aircraft, radar, or ground lookout positions
indicate an aircraft might be approaching the area.
There is no need to chart CFAs since they do not cause
a nonparticipating aircraft to change its flight path.
2/19/04 AIM
Other Airspace Areas 3−5−1
Section 5. Other Airspace Areas
3−5−1. Airport Advisory/Information
Services
a. There are three advisory type services available
at selected airports.
1. Local Airport Advisory (LAA) service 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
　
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