This configuration uses three sectors and shelves the airspace over the SW airspace area, as depicted in this diagram:
All sectors have control on contact unless otherwise specified below, as long as the handoff continues toward the receiving controller's airspace and remains clear of the third controller's airspace. LAS_TWR owns the airspace within 5 miles of the airport, SFC-4000'. All departures are worked by N_APP. Arrivals overflying FUZZY or LUXOR are handed by center to N_APP. Arrivals overflying CLARR are handed to S_APP by center. Aircraft overflying KADDY are handed to F_APP. Arrivals should be split between runways 1L and 25L. N_APP feeds LUXOR and FUZZY arrivals to F_APP and S_APP and provides whatever MIT (Miles In Trail) is requested by each sector. N_APP owns a shelf above S_APP to allow MCCRN and BOACH departures to pass overhead. LSV_APP airspace is owned by N_APP. The ILS 1L approach is not in the default version of MSFS2004 and earlier, so not all pilots will be able to fly the ILS 1L. There are no permanent or prearranged pointouts in this configuration.
Hand arrivals overflying FUZZY or LUXOR to N_APP. Hand arrivals overflying KADDY to F_APP. Hand arrivals overflying CLARR to S_APP. The crossing restriction at CLARR is important since N_APP owns a shelf above 13,000' along the CLARR/KEPEC STARs. If aircraft will not be level at 13,000' 2.5 miles or more from the LAS_APP boundary, they must be turned or coordinated with N_APP. All departures are worked by N_APP. LSV_APP is owned by N_APP. Each approach sector has control on contact with all arrivals.
N_APP
N_APP owns the airspace as depicted on the diagram above. Note that N_APP owns a shelf above S_APP in the pink colored area, which allows MCCRN/BOACH departures to remain in N_APP airspace. Initial separation for all departures is provided by tower. All departures will be worked by N_APP. MCCRN/BOACH departures must cross the S/N_APP boundary at/above 14,000'. Aircraft that will not meet this restriction must be vectored to remain in N_APP airspace or pointed out to S_APP. The climb required to meet this requirement is somewhat steep. If aircraft are regularly having difficulty meeting this requirement, either hand the airplanes to S_APP or negotiate some type of standing pointout.
FUZZY and LUXOR arrivals are handed to N_APP by center. Both the GRNPA and LUXOR arrivals may conflict with departures; N_APP may want to request that center assign these aircraft direct LAS after LUXOR intersection to keep them north of departures. Aircraft arriving over FUZZY/LUXOR should be vectored off the STAR as needed, assigned runway 1L or 25L based on demand, and handed to S_APP or F_APP with the MIT required. 1L arrivals should be vectored north of the airport and onto a right downwind. Hand aircraft to S_APP descending to 8000'. 25L arrivals should be vectored over or east of the airport and handed to F_APP on a southeasterly heading descending to 8000'. F_APP will vector these aircraft onto a left downwind.
Go arounds will be separated from departures by tower, assigned an approved northwest or northeast heading, and handed to N_APP for resequencing. Vector these aircraft such that the MIT requirements are met for the assigned runway.
So long as LSV_APP is not staffed, N_APP is responsible for LSV_APP airspace and for operations at VGT and LSV. When LSV_APP is staffed, all IFR operations at VGT must be coordinated between LSV_APP and N_APP.
S_APP
S_APP owns the airspace as shown on the diagram above at/below 13,000' and works the 1L/R final. The airspace above S_APP is owned by N_APP to allow BOACH/MCCRN departures to remain in N_APP airspace. Occasionally, N_APP may seek a pointout for slower climbing BOACH/MCCRN departures. Use caution when approving these as the CLARR arrival stream passes just south of the N/S boundary and will be assigned 13,000' by center.
CLARR arrivals will be received from center assigned 13,000'. These aircraft will need to be vectored off the STAR since it will take the aircraft into N_APP airspace. These arrivals should be assigned 1L/R. N_APP will provide a stream of aircraft from the north which should be established on a right downwind for 1L/R descending to 8000' with the MIT, and any other restrictions, requested by S_APP. S_APP does not have control of these aircraft until they are south of runway 25L to protect departures and go arounds which will be climbing to 7000'.
S_APP's airspace ends at about a 3 mile final for 1L/R. Tower owns the adjacent airspace at/below 4000'. S_APP must ensure that aircraft cross this boundary at/below 4000' (on the glideslope, aircraft should cross the boundary just above 3000').
S_APP is responsible for HND arrivals/departures. Both IAPs for HND require coordination with F_APP since the missed approach procedures operate in F_APP airspace. The approved headings for departures will likely create conflicts with LAS arrivals/departures. Pilots may need to depart VFR or confirm that southbound headings will permit terrain clearance to facilitate their departures.
F_APP
F_APP owns the airspace, surface to FL190, as depicted on the diagram above and is responsible for working the 25L final. Runway 25R may not be used for arrivals unless coordinated with LAS_TWR. F_APP is responsible for advising N_APP of any MIT requirements, or other restrictions. Aircraft arriving via KADDY will be received from center and should be assigned runway 25L. They must eventually be vectored off the arrival, since they will conflict with N_APP airspace if they fly the arrival as charted. Aircraft handed from N_APP will be over or just east of the airport, assigned a southeasterly heading, and descending to 8000'. F_APP's airspace ends at a 3½ mile final for 25L. Tower owns the adjacent airspace from the surface to 4000'. Ensure aircraft cross this boundary at/below 4000' (aircraft on the glideslope should cross the boundary at roughly 3200').
LAS_TWR owns the airspace within 5 miles of the airport from the surface to 4000'. LAS_TWR has IFR and VFR release authority, and is responsible for ensuring separation between all departures. Only runways 1L and 1R are authorized for departures; use of any other runway for departures requires coordination with the appropriate approach control sectors. The SIDs that initially turn westbound have takeoff minimums of 1100'/3sm; if the ceiling or visibility is lower than these values, alternate departure instructions must be issued and coordinated with N_APP. F_APP controls the 25L final and may not use runway 25R, unless coordinated with LAS_TWR. S_APP works the 1L/R final and may use either runway for arrivals at his discretion. Departures assigned a SID need not be issued an altitude in their IFR clearance, they should follow the altitude guidance shown on the SID chart. Departures that are not assigned a SID shall be assigned 7000' (or their cruise altitude if lower). Tower shall ensure that all go arounds are assigned 7000'.
The STAAV and PRFUM departures are not authorized off 1L or 1R; LAS_DEL must reroute these aircraft via the TRALR or COWBY SIDs. LAS_TWR shall coordinate with LAS_GND any requirements for departure runway assignment. Otherwise, GND may taxi aircraft to any active runway at his discretion. Tower is responsible for initial separation of departures and may release aircraft at his discretion. Aircraft not flying a SID (including VFR aircraft) must be issued headings approved in the "Assignment of Headings to Departures and Missed Approaches" SOP to ensure terrain separation. Tower is responsible for ensuring that eastbound departures will remain clear of F_APP airspace. Heading 050 is recommended for these aircraft. Tower must include the consideration of aircraft speed and performance when releasing departures. All departures are handed to N_APP. LAS_TWR shall provide rolling/boundary notifications to N_APP including the SID or assigned heading.
Go arounds must be separated from departures, assigned a heading which ensures the aircraft will remain in N_APP airspace (southbound headings for 25L go arounds are not authorized), and passed to the appropriate approach sector based upon assigned heading. To affect separation, tower may assign any heading within his airspace. Go arounds must depart tower airspace on a heading approved in the "Assignment of Headings to Departures and Missed Approaches" SOP. For example, if a 25L go around will conflict with a 1R departure, the go around may be assigned a 270 heading initially (even though it is not an approved heading), and later assigned an approved heading once he is separated from the departure. Again, he must depart tower airspace on an approved heading to ensure terrain avoidance.