Presented to: By: Date: Public Outreach William Ruggiero – Special Project Coordination August 18 to 25, 2011 Federal Aviation Administration Las Vegas.

Presented to:

By:

Date:

Public Outreach

William Ruggiero – Special Project Coordination

August 18 to 25, 2011

Federal Aviation Administration

Las Vegas Class B

Informal Fact Finding Meetings

2Federal AviationAdministration

Las Vegas Class B – Informal Meetings

August 18 – 25, 2011

Las Vegas Class B – Public Fact Finding

• Agency – Federal Aviation Administration (FAA)– Three fact finding meetings in Las Vegas

• 8/18/2011 - Centennial High School• 8/23/2011 - Coronado High School• 8/25/2011 - Shadow Ridge High School• Open to Public 6:30 PM – 9:00 PM

• Purpose of meetings– Provide interested parties an opportunity to present views,

recommendations, and comment on the FAA proposal to modify the Class B airspace around the Las Vegas metropolitan area. This includes areas extending into Nellis Air Force Base (LSV)

– Comments must be received on or before October 10, 2011



August 18 – 25, 2011

Las Vegas Class B – Public Fact Finding Ground Rules:

• Any person wishing to make a presentation to the FAA panel will be asked to sign in and estimate the amount of time needed for such a presentation. These meetings will not be adjourned until everyone on the list has had an opportunity to address the panel

• Position papers or other handout material relating to the substance of these meetings will be accepted. Participants wishing to submit handout material should present an original and two copies (3 copies total) to the presiding officer. There should be additional copies of each handout available for other attendees

• These meetings will not be formally recorded. However, a summary of comments made at the meetings will be filed in the docket



August 18 – 25, 2011


• Agenda for Meetings– Please sign in

• If you represent an organization, please list that as well• If you would like to make a presentation, please advise Jessica

– Presentation of Meetings Procedures• Ground rules and introductions• If you represent an organization, please raise your hand to allow an

introduction to the Public

– Informal presentation of proposed Class B Airspace modifications by FAA

– Public Presentation and Discussions– Closing comments



August 18 – 25, 2011


• Supplemental materials– Mini CD handouts

• This PowerPoint in PDF format• Pictures of all airspace posters that you see around you• Contact information for FAA representatives• A web page that links to Las Vegas TRACON’s (L30) supplemental

information website

– www.LasVegasClassBravo.org• Legal descriptions of each Class B area (Before and After)• Operational rationale for change• Pictures of each change (Before and After)• Executive summary and brief history of Class B in Las Vegas



August 18 – 25, 2011


• Website Comments– Comments can be given on each area or topic. Also, a general comment link is provided– There are no required fields, but if you leave your email address the site will email your

comments back to you. If you see the “Thank You” message, your comments have been added to the official record.

•Public Comments-

Postal Mail: Send comments on the proposal, in triplicate to:

John Warner,

Manager, Operations Support Group,

Western Service Center

Federal Aviation Administration

1601 Lind Avenue SW

Renton, WA 98057



August 18 – 25, 2011

Proposed Class B Airspace - History

The primary purpose of Class B Airspace is to reduce the potential for midair collisions in the airspace surrounding our nation’s busiest airports

Class B Airspace is managed by the Federal Aviation Administration approach/departure control facility linked to the airport (LAS and LSV)

Las Vegas Class B was instated in the 1970s and has not been modified

As of September, 2010 there are 37 Class B Airspaces in the United States

Each airport’s Class B airspace is individually tailored to contain all published instrument approaches

A Mode C transponder is required within 30 nautical miles of the primary Class B airport. This is called the Mode C veil, which exists even outside the normal boundaries of the Class B airspace proper



August 18 – 25, 2011

Proposed Class B Airspace - History

Class B airspace protects aircraft operating on approach and departure paths to major airports from other aircraft that are not under air traffic control

All VFR aircraft planning to enter Class B airspace must have a clearance to do so from air traffic control and must be prepared for a denial of entrance

Aircraft must be equipped with a two way radio for communication with ATC and an operating Mode C transponder; furthermore, aircraft flying over the top of the Class B Airspace must have an operating Mode C transponder

ATC has Separation Standards and responsibilities for VFR aircraft inside the Class B

Once in Class B Airspace, pilots must comply with instructions received from ATC



August 18 – 25, 2011

Las Vegas Class B – Quick Facts• These Class B modifications do not change any routes in or out of the Las

Vegas Valley

• The F.A.A. does not expect any more or less aircraft or aircraft noise in any given area

• All changes are safety related– Prompted by changes in aircraft performance or characteristics– Aircraft should not enter, exit then reenter Class B

• Class B drop out

• F.A.A. routinely audits ATC operations

• On www.LasVegasClassBravo.org “drop out” data for each area is listed

• All the following information is on the CD or Website



August 18 – 25, 2011

Proposed Las Vegas Class B• Class B airspace is depicted on a sectional chart

• Each area is drawn in blue and has an altitude associated with it

• Directly around the primary airport(s), Class B starts at the surface. As it moves out the floor gets higher to allow VFR traffic to transit

• Arrival and Departure routes to the primary airport(s) must remain in the Class B once they enter it • Victor airways do transverse Class B airspace.

Current Las Vegas

Class B



August 18 – 25, 2011

Proposed Las Vegas Class B

• The proposed Class B airspace has modified every existing area. These are drawn in red

• New areas have been added to the Class B design

• Some areas have been reduced

• All area’s ceiling (top) raised from 9000 ft. (MSL) to 10,000 ft. (MSL)

• Victor airways still transverse Class B airspace. No Victor airways are modified

Proposed Las Vegas

Class B



August 18 – 25, 2011

Proposed Area A – Plain Language1. West arrivals for

RWY 25L and sometimes for RWY 19L/R laterally exit the Class B as A/C proceed direct to BLD

2. Feedback from the Ad-Hoc committee, HND southbound VFR departures had great difficulty remaining outside class B when departing north and turning left. L30 was able to adjust and

shrink Area A

(1)(2)

Surface to 10000 Ft.



August 18 – 25, 2011

Proposed Area B – Plain Language1. West arrivals for

RWY 25L and sometimes for RWY 19L/R laterally exit the Class B as A/C proceed direct to BLD

Fixed AREA B to fit with AREA A change

(Same issue as AREA A)

(1)(2)

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4500 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area C – Plain Language1. Arrivals into RWY 19

L/R are typically descended to 5200 ft. This is the lowest usable altitude due to terrain. (Frenchman Peak) In their decent A/C are entering and exiting the class B. Extended area east and lowered the floor to 6000 ft.

2. All of Area C did not need to be lowered together. Area C was split, and only the area affecting RWY 19 was lowered to 6000 ft.

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6000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area C – Plain Language

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Ground Tracks in support of

AREA C Change



August 18 – 25, 2011

Proposed Area D – Plain Language1. As arrivals for RWY

25L are descended for the ILS, A/C on the downwind must be descended at least 1000 ft. below them to turn base in front of a straight in A/C. The old floor of 6500 ft. forced straight in flights to remain higher resulting in unstable approaches.

2. Straight in approaches to 25L need to be descended to 6500 ft. to follow glide slope.

3. Align with AREA C

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6500 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area E – Plain Language

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1. Only the North Boundary line has changed.

This change is to support the changes made in AREA A and AREA B

6000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area F – Plain Language

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(1) 1. Aircraft need to be descended to capture the RWY 1L localizer. HETAX is about 15 miles south needs to be crossed at 6800 ft. This causes the A/C to drop out the bottom. Floor was lowered to 7000 ft.

2. The entire area did not need to be lowered, so it was split.

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7000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area F – Plain Language

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August 18 – 25, 2011

Proposed Area G – Plain Language

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(1) 1. The SHEAD7 Dept. was not fully contained in the Class B. Ad-hoc group looked at modifying the DP. But was unable due to terrain.

2. In support of change in Area A – HND left turn Dept. (give back)

3. In support of change in Area A. (RWY 25L downwind)

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(3)5000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area H – Plain Language

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(1) 1. The STAAV departure climbs over this section in AREA H. A VFR aircraft can be north of current line at 4499 ft. Under the Class B Yet the Departure restriction is AOB 5000 ft. Wake turbulence concerns.

2. Support of change in AREA A. (HND left turn. (give back)

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4000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area I – Plain Language

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(1) 1. This change is in direct support for the change in AREA H

(Wake Turbulence issues with VFR Aircraft under the Class B)

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4500 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area J - N Plain Language

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Areas J - K - L - M - N are all in Nellis Air Force Base airspace. Only the vertical ceiling was modified. Ceilings of all listed areas went from 9000 ft. to 10000 ft.

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August 18 – 25, 2011

Proposed Area J - N Plain Language

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(1)Areas J - K - L - M - N are all in Nellis Air Force Base airspace. Only the vertical ceiling was modified. Ceilings of all listed areas went from 9000 ft. to 10000 ft.



August 18 – 25, 2011

Proposed Area O – Plain Language

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(1)1. Area O was

changed and expanded to capture aircraft descending into the RWY 19 complex. This change is a natural extension of the issue in Area C. This change results in a 93% reduction of Class B “drop outs” in this area

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7000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area P – Plain Language

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(1) 1. KEPEC and SUNST arrivals are not fully contained in the Class B airspace as required. The TYSNN and GRNPA arrivals are entering through the lateral edge of the current Class B

2. North part of this area extends the reasoning behind Area C and O. For RWY 19

3. The west area extends and supports reasoning behind D for RWY 25

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8000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area Q – Plain Language1. Area Q supports the

current day vectoring pattern for aircraft landing LAS. This change supports the right downwind to RWY 1 L/R and RWY 7R. This also contains aircraft from the southeast on a modified base to LAS

2. Creates containment for HND departure traffic.

(AdHoc Recommendation)

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8000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area R – Plain Language

1. Area R was created to directly answer the issue identified in AREA F. Aircraft must be descended to 6800 ft. Many times aircraft drop out the bottom of current airspace or enter through the side of the Class B

(1)

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8000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area S – Plain Language

1. The holding pattern at BLD is used for missed approaches at LAS. This pattern must be fully contained in Class B. AREA S was created primarily to bring this into compliance

(1)

7000 Ft. to 10000 Ft.



August 18 – 25, 2011

Proposed Area T – Plain Language

1. Because of improvements in performance based navigation. (RNAV Routes - STAAV) L30 was able to return altitudes (give back)

This AREA was created to raise the floor from 5000 ft. to 5500 ft. giving relief to pilots arriving and departing VGT

(1)

5500 Ft. to 10000 Ft.



August 18 – 25, 2011

Vertical Compression – Ceiling

1. The ceilings of all areas were raised from 9,000 ft. MSL to 10,000 ft. MSL.

Due to high terrain L30 usable airspace varies between 2,100 ft. and 6,800 ft.

2. Many Victor airways cross primary arrival and departure corridors at altitudes that are in conflict with traffic that will be at 9,500 ft.



August 18 – 25, 2011

Vertical Compression – CeilingAirport ID Airport Elevation

Ceiling of Class Bravo Airspace

Height of BravoAirspace

CommercialTraffic

GATraffic

Average DailyOperations

• ATL • 1026 • 12500 • 11474 • 99% • 1% • 2684

• DFW • 607 • 11000 • 10393 • 99% • 1% • 1967

• SFO • 13 • 10000 • 9987 • 95% • 5% • 965

• DCA • 15 • 10000 • 9985 • 99% • 1% • 762

• SAN • 17 • 10000 • 9983 • 94% • 6% • 604

• TPA • 26 • 10000 • 9974 • 84% • 16% • 718

• MCO • 96 • 10000 • 9904 • 94% • 6% • 979

• IAH • 97 • 10000 • 9903 • 98% • 2% • 1542

• LAX • 126 • 10000 • 9874 • 97% • 2% • 1781

• MEM • 341 • 10000 • 9659 • 91% • 9% • 1076

• SEA • 433 • 10000 • 9567 • 99% • 1% • 936

• ORD • 668 • 10000 • 9332 • 97% • 3% • 2662

• PHX • 1135 • 10000 • 8865 • 84% • 15% • 1802

• LAS • 2181 • 9000 • 6819 • 73% • 23% • 1468

• PIT • 1204 • 8000 • 6796 • 92% • 5% • 735

• DEN • 5431 • 12000 • 6569 • 98% • 2% • 1605

• SLC • 4227 • 10000 • 5773 • 84% • 16% • 1247



August 18 – 25, 2011

Vertical Compression – V21

Aircraft departing from LAS (Runways 01 and 07) Will be better protected from VFR aircraftTransitioning north and south along V21 with The Class B ceiling raised from 9,000 to 10,000

VFR AIRCRAFT FLYING ALONG V21WILL BE BETTER PROTECTED ABOVE 10,000

FEET MSL WHEN THE CEILING OF THE CLASS BRAVOAIRSPACE IS RAISED

LAS DEPARTURES FROM RUNWAYS 01 AND 07

All east RWY 1 and RWY 7 departures in a free climb or climbing via clearance, are simulated to be climbing through 9,000 ft. when the aircraft crosses V21



August 18 – 25, 2011

Vertical Compression – V394SHEAD7 departures in a free climb or climbing via clearance, are simulated to be climbing through 9,000 ft. when the aircraft crosses V394

L30 cannot delay the aircraft’s climb due to upcoming high terrain



August 18 – 25, 2011

Aircraft on the FUZZY, SUNST, CLARR and KEPEC all get sequenced just west V394.

All four streams must be descended out of 11000 ft. to 9,000 ft. at NIPZO. This window conflicts with any VFR traffic on V394.

Due to the complexity and speeds of arrivals this window needs additional protection

Vertical Compression – V394



August 18 – 25, 2011

Las Vegas Class Bravo

• Questions– Comments– Other presentations

Presented to: By: Date: Public Outreach William Ruggiero – Special Project Coordination August 18 to 25, 2011 Federal Aviation Administration Las Vegas.

Documents

class b area

class b airspaces

lsv las vegas class

las vegas class b public

class b airspace proper

brief history of class

primary class b airport

las vegas slide