Dorian De Maio

The following are supplemental, clarifying comments and recommendations. Firstly, postpone the end date for comments until you clearly post the changes in comparison to the original airspace, over-layed on terrain and other landmarks to facilitate discussion. The Las Vegas Bravo airspace is already complicated, even for a high time pilot familiar with Las Vegas terrain and in CAVU. The proposed changes make it impossible to navigate for the low time VFR pilot new to Las Vegas airspace, especially in reduced visibility. With these changes, this airspace becomes available only to IFR operations Re northbound arrivals from LA for instance, GA traffic is funneled between high terrain on the west (peaks 5700 and 8400 ft) and Class B to the east (ATC usually directs staying greater than 10 nm from LAS VOR). Reducing the floors in these areas will most likely divert northbound traffic north of Mt Potosi into departing traffic from KVGT as the standard KVGT departure is 220 degrees, then steer no less than 200 degrees. This creates GA traffic hazards between KVGT southbound departures and northbound KVGT arriving traffic. The solution is to raise the floor of Sector F to 7700 ft to accommodate northbound traffic, permitting a terrain clearance of only 2000 ft over the nearby peak, barely adequate in strong winds. Traffic from the east into KVGT is wedged between Nellis AFB and McCarran operations. It is not unusual to be quickly vectored to avoid fast moving aircraft from Nellis AFB. In these circumstances, it is desirable to have as much terrain clearance as possible. Reducing the floors of the airspace east of KVGT reduces options to avoid other traffic, especially in lower visibility conditions. I would recommend raising the floors of Sector C to 6500 ft and Sector O to 7500 ft. The proposed changes pose serious safety hazards for GA, especially for unfamiliar, low time pilots increasing the risk of CFIT and traffic conflicts and increasing ATC workload.