4.1.1.1 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 FAA 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.

TBL ENR 1.4.5
IFR Altitudes
Class G Airspace

If your magnetic course (ground track) is:  And you are below 18,000 feet MSL, fly: 
0 to 179.  Odd thousands MSL, (3,000; 5,000; 7,000, etc.) 
180 to 359.  Even thousands MSL, (2,000; 4,000; 6,000, etc.) 

4.1.1.2 RAA service is operated within 10 statute miles of specified high activity GA airports where a control tower is not operating. Final Guard is automatically provided with RAA.
4.1.1.3 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.
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.
See GEN 3.3, Air Traffic Services, paragraph 9.2, Traffic Advisory Practices at Airports Without Operating Control Towers.
4.1.1.4 It is not mandatory that pilots participate in the Airport Advisory programs. Participation en-hances safety for everyone operating around busy GA airports; therefore, everyone is encouraged to participate and provide feedback that will help improve the program.
4.2 Published VFR Routes. Published VFR routes for transitioning around, under, and through complex airspace such as Class B airspace were developed through a number of FAA and industry initiatives. All of the following terms; i.e., “VFR Flyway,” “VFR Corridor,” “Class B Airspace VFR Transition Route,” and “Terminal Area VFR Route” have been used when referring to the same or different types of routes or airspace. The following paragraphs identify and clarify the functionality of each type of route, and specify where and when an ATC clearance is required.
4.2.1 VFR Flyways
4.2.1.1 VFR Flyways and their associated Flyway Planning charts were developed from the recommen-dations of a National Airspace Review Task Group. A VFR Flyway is defined as a general flight path not defined as a specific course, for use by pilots in planning flights into, out of, through, or near complex terminal airspace to avoid Class B airspace. An ATC clearance is NOT required to fly these routes.

Federal Aviation Administration Twentieth Edition
4.2.1.2 VFR Flyways are depicted on the reverse side of some of the VFR Terminal Area Charts (TACs), commonly referred to as Class B airspace charts. Eventually all TACs will include a VFR Flyway Planning Chart. These charts identify VFR flyways designed to help VFR pilots avoid major controlled traffic flows. They may further depict multiple VFR routings throughout the area which may be used as an alternative to flight within Class B airspace. The ground references provide a guide for improved visual navigation. These routes are not intended to discourage requests for VFR operations within Class B airspace but are designed solely to assist pilots in planning for flights under and around busy Class B airspace without actually entering Class B airspace.
4.2.1.3 It is very important to remember that these suggested routes are not sterile of other traffic. The entire Class B airspace, and the airspace underneath it, may be heavily congested with many different types of aircraft. Pilot adherence to VFR rules must be exercised at all times. Further, when operating beneath Class B airspace, communications must be established and maintained between your aircraft and any control tower while transiting the Class B, Class C, and Class D surface areas of those airports under Class B Airspace.
　
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