mmm.. I'd be interested to know the reference for "that reg"... cause they
don't pay attention to it around here.

I brought it up at a safety meeting with ATC Radar supervisor in
attendance.. and was told point blank.. we put them where we need to.

I "was around" when the first "Terminal Control Areas", (TCA) now Class B
were designed.. the idea was that airliners and "jets" would enter in the
top and funnel down to the primary airport.. they would also exit out the
top. Does not happen..

The fuel conservation descents start the glide farther out.. instead of
"keep'em high and drop'em in"..
When landing Rwy 1 at LAS, the min Radar Vector Altitude is about 8300 right
over our airport and that's where they want to be. Class B there is 80B90
but they continue the descent down out of the bottom of Class B. Or they
have been vectored from the northeast and exit the Class B only to reenter
at the 20nm fix on final right over the glider airport.

The Glide Slope into LAS Rwy 1 is 3.4 degree, at 361ft per nm, 20 nm = 7220
AGL, LAS elevation is 2181, so that equates to about 9400MSL at the Class B
entry.. but ATC always has them 1000ft lower. And if ATC lets them fly a
"Visual Approach, they get down to 7K MSL.

The CLE Rwy6 ILS is a 3 degree glide slope or 318ft / nm, or at 20nm, 6360
AGL, CLE airport elev is 791MSL or at 20nm on a 3 degree glide path the
airliner would like to be at about 7100ft MSL and at 30nm at 10300MSL... so
why do they need a 50B80 all the way out to 30nm?

BT

"Don Byrer" wrote in message
...
Thanks for

--The proposed expansion is 2 50/80 "wings" (segments) one SW, one NE,
along 24/06 centerline, from the existing 40/80 20nm ring out to 30
nm. Space needed for vectoring aircraft onto final; current ATC
regs require that aircraft not exit and re-enter Class Bravo.