This configuration uses three sectors and shelves the airspace in two places, as depicted in this diagram:
All sectors have control on contact unless otherwise noted 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 use 7L or 7R unless coordinated with N_APP. The eastbound departures are worked by N_APP, westbound departures are worked by S_APP. Arrivals overflying FUZZY or LUXOR are handed by center to N_APP. Arrivals overflying CLARR or KADDY are handed to S_APP by center. All arrivals land on 1L or 1R and are worked by F_APP. F_APP has a small airspace area to keep his workload manageable and heavily relies on N_APP and S_APP as feeders to provide whatever MIT (Miles In Trail) he specifies. N_APP owns a shelf above the northern portion of F_APP to facilitate sequencing of arrivals. S_APP owns a shelf above the southern portion of F_APP to allow MCCRN, BOACH, and SHEAD departures to remain in S_APP airspace as they climbout. LSV_APP airspace is owned by N_APP. There are no permanent or prearranged pointouts in this configuration.
Hand arrivals overflying FUZZY or LUXOR to N_APP. Hand arrivals overflying CLARR or KADDY to S_APP. Eastbound departures are worked by N_APP and westbound departures are worked by S_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 F_APP in the red colored area, which allows greater flexibility in handling arrivals. Initial separation for all departures is provided by tower. Aircraft may only be vectored by N_APP if they are turned toward his airspace. Eastbound departures will be worked by N_APP, and N_APP must ensure that these departures remain along or north of the boundary with S_APP (they may operate closer than 1.5 miles from S_APP's boundary since tower ensures initial separation of departures).
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 generally be assigned runway 1R, merged into a single stream, and handed to F_APP established on a right downwind descending to 8000', with the MIT, and any other restrictions, required by F_APP. F_APP handles every arrival in this configuration and may require significant flow restrictions because of this workload.
During times of high demand on the LUXOR/FUZZY arrivals and low demand on the KADDY/CLARR arrivals, S_APP may be able to accept some of these arrivals for sequencing south of the airport for 1L. This must be approved by S_APP prior to initiating vectors for 1L.
Go arounds will be separated from departures by tower and assigned an approved heading that ensures they remain in N_APP airspace. These aircraft should be merged with other arrivals as described above.
N_APP owns LSV_APP airspace and is responsible for operations at LSV and VGT. During times when LSV_APP is staffed, all IFR operations at VGT must be coordinated between N_APP and LSV_APP.
S_APP
S_APP owns the airspace as shown on the diagram above. Note that S_APP owns a shelf above F_APP in the green colored area to allow westbound departures to remain in S_APP airspace.
Initial separation for all departures is provided by tower. Aircraft may be vectored by S_APP if they are turned toward his airspace. Aircraft may not be climbed above 7000' by S_APP until they are at least 1.5 miles into his airspace. All aircraft that do not depart on an RNAV SID will be assigned runway heading, or a heading that is a right turn from runway heading. S_APP must ensure that these departures remain on or south of the runway 7L extended centerline. These aircraft must also be turned into S_APP airspace at or prior to BAKRR intersection. BOACH/SHEAD departures must cross the F_APP boundary at/above 10,000' and MCCRN/vectored departures must be vectored to remain clear of N_APP airspace.
CLARR and KADDY arrivals will be handed to S_APP from center. S_APP will assign these arrivals runway 1L, merge them into a single stream, and hand to F_APP either on the 1L localizer or on a heading approximating the localizer course, descending to 8000'. KADDY arrivals must be vectored westbound soon after crossing the LAS_APP boundary so that they don't enter N_APP airspace. Consider requesting that center assign these arrivals a more westerly heading to avoid a possible airspace violation. F_APP will have a very high workload in this configuration, since he will work all arrivals. He may require significant flow restrictions; ensure these restrictions are met.
During times of high demand on the CLARR/KADDY arrivals, and low demand on the LUXOR/FUZZY arrivals, some aircraft may be handed to N_APP for sequencing north of the airport to runway 1R. This must be approved by N_APP prior to initiating vectors for 1R.
F_APP
F_APP owns the airspace as depicted on the diagram above and is responsible for working the 1L & 1R final. F_APP may use either runway at his discretion. This has the potential to be the most challenging position in any of the LAS_APP configurations because every arrival will be worked by F_APP. Arrivals will be handed from S_APP established on the localizer or on a heading approximating the localizer course (remember that the 1L ILS is not included in the standard version of MSFS 2004 and earlier) descending to 8000'. Arrivals will also be handed from N_APP established on a right downwind, descending to 8000', expecting a visual approach to runway 1R. F_APP does not have control for descent on these aircraft until they are south of the runway 7R extended centerline to protect departures. Aircraft must be separated by at least 1000'/3 miles at all times, unless one of the pilots accepts visual separation. So, prior to losing the 1000'/3 mile separation between parallel arrivals, ensure that one pilot has accepted responsibility for visual separation. When the ceiling is less than 5000', it will be difficult to get pilots to see each other at a reasonable point. When this happens, it is suggested that only 1L be used for arrivals and MIT requirements from the other sectors be increased significantly. F_APP is responsible for advising N_APP and S_APP of any MIT requirements, or other restrictions. Because of the constrained airspace F_APP works in, speed restrictions of 210 or 170 knots for handoffs from the other sectors will likely be required to better manage the workload. F_APP's airspace ends at about a 2 mile final for 1L/R. Tower owns the adjacent airspace; ensure aircraft cross the boundary at/below 4000'.
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. Runways 7L and 7R are authorized for departures; use of any other runway for departures requires coordination with the appropriate approach control sectors. F_APP works all arrivals and may assign runway 1L or 1R 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'.
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 will likely want to use intersection departures from taxiway D (or east of that intersection) to avoid conflicts with traffic landing 1L and 1R. Tower is responsible for initial separation of departures and may release aircraft at his discretion. Eastbound/northbound departures are handed to N_APP. These aircraft must either be routed on an appropriate SID, assigned runway heading, or assigned a heading that will be a left turn from runway heading. Westbound/southbound departures are handed to S_APP. These aircraft must either be routed on an appropriate SID, assigned runway heading, or assigned a heading that will be a right turn from runway heading. 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 must include the consideration of aircraft speed and performance when releasing departures. Tower may want to consider assigning propeller driven aircraft an approved heading that will keep the aircraft clear of the other departures. Runway 7 has a wide range of allowable headings to make this task manageable. For noise abatement, when it is necessary to issue a heading, assign jets runway heading initially unless an operational advantage will be realized by assigning a different heading. The STAAV and PRFUM departures are not authorized off runway 7; LAS_DEL shall reroute aircraft filing these procedures via the TRALR or COWBY departures. LAS_DEL shall also ensure that the correct departure frequency is issued. LAS_TWR shall provide rolling/boundary notifications to N/S_APP including the SID or assigned heading and departure runway.
Go arounds must be separated from departures and assigned an approved heading that will keep aircraft within N_APP airspace. Go arounds must depart tower airspace on a heading approved in the "Assignment of Headings to Departures and Missed Approaches" SOP.