We soar at the edge of the Class B airspace.. LAS Class B, our airport is
20.5 nm south of LAS, on the edge of the 20nm 80B90MSL ring. The airport
elevation is 2833, so this puts the ring about 5K AGL above us, and yes we
do bump our heads on it with summer thermals and winter ridge lift. We have
a 1500ft tall ridge within 1-3 miles of the airport, jump off the ridge and
right onto the downwind. The altitude drops to 50B90 5 nm north of our
airport.

If they are extending the CLE Class B beyond the 20nm ring, this is unusual
but not unheard of. Do they state the need for 50B80 that far out? Are they
taking it to 25nm or 30nm ring? Do you have a copy online of the proposed
airspace?

Is this a "new development", or has this been in the works for some time and
it is ready for activation?
With soaring being a "seasonal thing" in your area, it will be difficult to
justify protecting the airspace for soaring.

Word of caution, do not soar above 8K MSL while still within the 30nm Mode C
veil and do not count on CLE Approach ATC keeping aircraft within the Class
B. We have experienced that out west. They (ATC) "run them where they need
to" and have vectored airliners right over the airport, outside and below,
inside to outside to back inside the class B as they need to for "radar
final", Rwy 01 and Rwy 07 operations at LAS.

I agree with another responder. Arrange a visit with the managers at CLE
Approach to learn their traffic flows, just what do they see for aircraft in
your area, and to identify your "intense soaring period".. mostly weekends..
spring/summer/fall, altitudes normally attained when outside the 30nm Mode C
veil.

B


"Don Byrer" wrote in message
...


I soar at 67D, Reader-Botsford, ~22nm SW of CLE (Cleveland OH), along
the approach to CLE's rwy 06 . Our 67D field is 800'MSL; the 40/80
shelf of CLE's Class Bravo is ~2 nm NE of the field.

In the past we've easily dealt with this by towing to the S and W,
usually to 3K AGL/3800'MSL.m We also have good landmarks for the
Bravo borders and know to limit it to ~3K AGL beyond those areas.

CLE is extending the Class Bravo SW and NE with a 50/80 shelf (floor
5000'MSL) covering our airport about 8 nm to the SE thru NW

As you might expect, this is causing major concern among our glider
folks...

One side benefit is the aircraft which were often @ 3K MSL previously
will then be at 5K or above, as AT is required to keep 'em in the
Bravo when possible.

Any comments/suggestions on operating adjacent/under/within a Bravo?

Most of our gliders do not have a transponder; the added weight of a
xponder and larger battery makes it the last the last place we want
to go...not to mention the expense of equipping 5 club gliders...and
we ain't got the $$ for that!

--Don


Don Byrer KJ5KB
Radar Tech & Smilin' Commercial Pilot Guy
Glider & CFI wannabe
kj5kb-at-hotmail.com

"I have slipped the surly bonds of earth; now if I can just land without
bending the gear..."
"Watch out for those doves...smack-smack-smack-smack..."