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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.
2/14/08 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-activerunway”
until the aircraft reports “on-the-ground” or
“airborne.”
NOTECurrent
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. RAA service is operated within 10 statute
miles of specified high activity GA airports where a
control tower is not operating. Airports offering this
service are listed in the A/FD and the published
service hours may be changed by NOTAM D. Final
Guard is automatically provided with RAA.
3. 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.
NOTEThe
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.
REFERENCEAIM,
Traffic Advisory Practices at Airports Without Operating Control
Towers, Paragraph 4-1-9.
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)
　
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