Bill Tisdale

Increasing the top of the LAS Class B to 10,000MSL limits Sport Pilot operations transitioning the Las Vegas Valley. Sport Pilots will be forced to fly low around the edges of the lower Class B shelves and closer to hazardous mountainous terrain. Area F, lowering the floor of Area F to 7,000MSL condenses the airspace available for flight training schools that operate out of the Henderson airport and use the Jean Dry Lake area for training. Aircraft transitioning to and from Henderson to remain below the Class B in this area will be forced to mix with training aircraft at the lower altitudes. Area F and Area G, Cottonwood Pass and Columbia Pass, moving Area G farther NW at 5,000MSL and lowering the altitude with Area F to 7,000MSL constricts VFR traffic transitioning SW from North Las Vegas airport and attempting to remain clear of the LAS Class B and the mountainous terrain. There has already been a Civil Air Patrol accident and others that have impacted terrain in that area while complying with the local TRACON inability to service VFR transitions through the Class B and "remain clear of Class B" responses. Especially at night. If the need for 7,000MSL in Area F is for the ILS Rwy 1L approach to LAS, can the portion of Area F be kept at 8,000MSL NW of and aligned with the 210R (M) proposed for Area R? This will allow VFR departures from the valley to the SW along the Cottonwood and Columbia passes greater terrain clearance. Area T, raising the floor of Class B for Area T is good for terrain avoidance for aircraft transitioning from VGT to HND and 0L7. However it creates potential airspace violations for aircraft to descend back below 4500 northbound or 5000 southbound. Can Area T 5500MSL altitude be aligned with the proposed 255R (M) of Area G and the northern portion of Area T aligned with the same radial as the Area I 280R (M) extension. Area T is a transition route between the valley GA airports because TRACON does not allow VFR Class B activity.