Public Outreach

1. Federal Aviation Administration Las Vegas Class BInformal Fact Finding Meetings Public Outreach William Ruggiero – Special Project Coordination August 18 to 25, 2011

2. 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

3. 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

4. Las Vegas Class B – Public Fact Finding 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

5. Las Vegas Class B – Public Fact Finding 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

6. Las Vegas Class B – Public Fact Finding • 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 • 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.

7. 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

8. 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

9. 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

10. 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 Current Las Vegas Class B Victor airways do transverse Class B airspace.

11. Proposed Las Vegas Class B 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

12. Proposed Area A – Plain Language • West arrivals for RWY 25L and sometimes for RWY 19L/R laterally exit the Class B as A/C proceed direct to BLD • 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 Surface to 10000 Ft. (2) (1)

13. Proposed Area B – Plain Language • 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) 4500 Ft. to 10000 Ft. (1) (2) (1)

14. Proposed Area C – Plain Language • 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. • 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. 6000 Ft. to 10000 Ft. (1) (1) (2) (2) (1)

15. Proposed Area C – Plain Language (1) Ground Tracks in support of AREA C Change (1) (2) (2) (1)

16. Proposed Area D – Plain Language • 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. • Straight in approaches to 25L need to be descended to 6500 ft. to follow glide slope. • Align with AREA C 6500 Ft. to 10000 Ft. (3) (1) (1) (2) (1) (2) (2) (1) (1)

17. Proposed Area E – Plain Language 6000 Ft. to 10000 Ft. (1) (3) (1) (1) • Only the North Boundary line has changed. This change is to support the changes made in AREA A and AREA B (1) (2) (2) (1) (1)

18. Proposed Area F – Plain Language 7000 Ft. to 10000 Ft. (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. • The entire area did not need to be lowered, so it was split. (3) (1) (1) (1) (2) (1) (2) (2) (1) (1)

19. Proposed Area F – Plain Language (1) (3) (1) (1) (1) (2) (2) (1) (1)

20. Proposed Area G – Plain Language • 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. • In support of change in Area A – HND left turn Dept. (give back) • In support of change in Area A. (RWY 25L downwind) 5000 Ft. to 10000 Ft. (1) (3) (3) (1) (1) (1) (1) (2) (2) (1) (2) (1)

21. Proposed Area H – Plain Language 4000 Ft. to 10000 Ft. • 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. • Support of change in AREA A. (HND left turn. (give back) (1) (3) (3) (1) (1) (1) (1) (2) (1) (2) (2) (1) (2) (1)

22. Proposed Area I – Plain Language 4500 Ft. to 10000 Ft. • This change is in direct support for the change in AREA H (Wake Turbulence issues with VFR Aircraft under the Class B) (1) (3) (3) (1) (1) (1) (1) (2) (1) (2) (1) (2) (1) (2) (1)

23. Proposed Area J - N Plain Language (1) (3) (3) (1) (1) (1) (1) (2) 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. (1) (1) (2) (1) (2) (1)

24. Proposed Area J - N Plain Language (1) (3) (3) (1) (1) (1) (1) (2) (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. (1) (2) (1) (2) (1)

25. Proposed Area O – Plain Language 7000 Ft. to 10000 Ft. (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 (3) (3) (1) (1) (1) (1) (1) (2) (1) (2) (1) (2) (1) (2) (1)

26. Proposed Area P – Plain Language • 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  • North part of this area extends the reasoning behind Area C and O. For RWY 19 • The west area extends and supports reasoning behind D for RWY 25 8000 Ft. to 10000 Ft. (1) (3) (3) (1) (2) (1) (1) (1) (1) (3) (2) (1) (2) (1) (2) (1) (2) (1)

27. Proposed Area Q – Plain Language • 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 • Creates containment for HND departure traffic. (AdHoc Recommendation) (1) (2) (1) 8000 Ft. to 10000 Ft.

28. Proposed Area R – Plain Language 8000 Ft. to 10000 Ft. • 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) (2) (1) (1)

29. Proposed Area S – Plain Language 7000 Ft. to 10000 Ft. • 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)

30. Proposed Area T – Plain Language 5500 Ft. to 10000 Ft. • 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)

31. Vertical Compression – Ceiling • 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.

32. Vertical Compression – Ceiling

33. Vertical Compression – V21 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

34. Vertical Compression – V394 SHEAD7 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

35. Vertical Compression – V394 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

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