The arrivals to LAS are designed for the 19/25
configuration. When other configurations are used, most arrivals will need to be
radar vectored off the STAR to the arrival runway. Techniques for handling these
arrivals are discussed in the links referenced in paragraph "b" at the end of
this SOP.
a.) CLARR2: Non-profile arrival from the CLARR gate, received from LAX_B_CTR crossing CLARR at 13,000 and 250 knots.
This arrival serves not only McCarran, but also North Las Vegas, Henderson Executive,
and Boulder City Municipal Airports. Aircraft shall be merged with the FUZZY stream and descended to 8,000
reference the MVAs. Runway 25 arrivals should not be descended below 8,000 until
they have passed the 1 / 19 runways to ensure proper separation from departing
traffic. After the crossing, KLAS aircraft should be descended with the MVAs
for the visual approach to 25L, or if necessary the ILS to 25L or visual
approach to 19R. Non-KLAS traffic shall be routed as traffic flow / saturation permits.
b.) CRESO3: Non-profile arrival used EXCLUSIVELY by non-turbojet aircraft. Received from LAX_B_CTR
crossing WHIGG at 12,000. These aircraft will track the BLD213 inbound, and shall be descended with the MVAs. Unless weather or pilot dictate otherwise, standard procedure is to set the aircraft up for the visual approach to runway 25L or 19R dependent on traffic.
c.) FUZZY7: Non-profile arrival from the FUZZY gate, received from LAX_D_CTR crossing FUZZY at 16,000 and 250 knots.
This arrival serves not only McCarran, but also North Las Vegas, Henderson Executive
and Boulder City Municipal Airports. These arrivals will merge with the CLARR
stream at IPUMY and once clear of the 10,500 MVA, should be descended to 8,000.
Runway 25 arrivals should not be descended below 8,000 until they have passed
the 1 / 19 runways to ensure proper separation from departing traffic. After the
crossing, KLAS aircraft should be descended with the MVAs for the visual
approach to 25L, or if necessary the ILS to 25L or visual approach to 19R.
Non-KLAS traffic shall be routed as traffic flow / saturation permits.
d.) GRNPA1: Profile arrival from the KSINO gate, received from LAX_D_CTR crossing LUXOR at 12,000 and 250 knots. Aircraft
should be told to “descend via the GRNPA1 arrival” and advised of what runway to expect. The northerly track of this arrival makes a left base visual approach to runway 19R the preferred method. If weather, or pilot dictates otherwise, they can be vectored for the ILS to 25L, but must be taken off the arrival, and will require manual descent instructions per the MVAs.
e.) KADDY1: Non-profile arrival received from LAX_F_CTR crossing KADDY at 12,000 and 250 knots, and will depart KADDY on a heading of 325.
This arrival serves not only McCarran, but also North Las Vegas, Henderson Executive,
and Boulder City Municipal Airports. Initial instructions for a KLAS arrival
should normally be to descend and maintain 8,000 after KADDY, and to expect the ILS
or visual approach to runway 25L. Non-KLAS arrivals are handled based on the
traffic flow / saturation.
f.) KEPEC2: Profile arrival from the CLARR gate, received from LAX_B_CTR crossing CLARR at 13,000 and 250 knots. Initial
instructions should be for the aircraft to “descend via the KEPEC1 arrival.” Although the ILS approach is the primary procedure, all aircraft can be given the visual approach.
g.) LUXOR2: Profile arrival from the KSINO gate, received from LAX_D_CTR crossing LUXOR at 12,000 and 250 knots.
This arrival serves not only McCarran, but also North Las Vegas, Henderson Executive,
and Boulder City Municipal Airports. Initial instructions should be for the
aircraft to “descend via the LUXOR2 arrival.” Aircraft should be vectored for the ILS or visual approach.
h.) SUNST2: Profile arrival from the FUZZY gate, received from LAX_D_CTR crossing FUZZY at 16,000 and 250 knots. Aircraft
should be instructed to "descend via the SUNST2 Arrival." Although the ILS
approach is the primary procedure, all aircraft can be given a visual approach.
i.) TYSSN2: Profile arrival from the KADDY gate, received from LAX_F_CTR crossing KADDY at 12,000 and 250 knots. Aircraft
should be instructed to "descend via the TYSSN1 arrival." Although the ILS
approach is the primary procedure, all aircraft can be given the visual
approach.
j.) L30 has control on contact with all handoffs, so long as
the aircraft will continue on a track toward L30 airspace and will not enter
another controller's airspace.
i.) Initial Climbs
Aircraft assigned a SID do not need to be issued an altitude in their clearance,
they are required to comply with the altitude information in the SID itself. All departures
not assigned a SID shall be issued a climb clearance to the lower of 7,000 feet, or their requested cruise altitude.
ii.) Vectored Departure Procedures
All Vectored Departure Procedures are handled as shown on the chart with all relevant turns completed PRIOR to the handoff of radio communications to LA Center. All Departures must go through a departure gate (BOACH, SHEAD, COWBY, NICLE, STAAV, and TRALR) irrespective of whether or not they filed a flight plan.
All pilots that do not file for a Departure Procedure should be asked if they have them on board before providing a radar vector departure.
Pilots that do not have the charts, are not willing to download them, or file NO DP's in the flight plans shall be vectored to their appropriate departure gate and transferred to Center, transfer communications to Center earlier than the pilots that file for DP's to ensure Center has enough time to properly route the aircraft along the rest of their route.
iii.) VFR Traffic
VFR Traffic requesting entrance to the Las Vegas Class Bravo shall be treated as any other Bravo Airspace. The physical waypoints required for the ROCKS and CORTEZ VFR Routes are not modeled in MSFS and are therefore not possible to accurately fly. Pilots requesting the routes by name can be cleared onto the route, but shall be treated as a normal VFR aircraft.
Squawk codes need not be issued for VFR Traffic transiting between McCarran, North Las Vegas, Henderson, or Nellis Air Force Base, as they will be handed from tower to tower.
VFR Traffic departing from within the Bravo to a point outside the Bravo (or transiting out of the Bravo) shall be issued a squawk code prior to departure for radar identification.
