Widebody; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Workload; Confusion; Distraction; Time Pressure; Situational Awareness
Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Chart Or Publication; Human Factors
Inbound on the TYSSN5 arrival.  Just past KADDY we were cleared direct LARRE and descend to 7;000.  I selected level change with 7;000 feet in the FCP (Flight Control Panel) window.  Passing 8;000 feet at 230 kts IAS I realized this new vector and descent would possibly bring us in below the Class B airspace.  I immediately selected 200 knots in the FCP window and used speed brakes to slow.  We reached 200 kts at approximately 7;300 feet MSL.  Upon further review of the Low IFR chart it was apparent that the Class B floor was at 8;000 feet during this deceleration.After being vectored off the arrival and given a descent; low situational awareness resulted in a late analysis of our position relative to the Class B floor.  Selection of level change was the wrong choice given our relative distance from LARRE; V/S with a reduced rate of descent would have slowed down the timeline.  This would have provided me more time to react with the deceleration and possibly kept us above 8;000 feet until passing 23 DME.  Environmental factors that may have been involved were time of day/direction of flight which resulted in us flying directly into the sun.I believe if the Class B airspace were depicted on our arrival charts it would greatly enhance situational awareness.  Currently we have to switch between the arrival or approach plate and the Low IFR chart to find our position relative to the Class B airspace.  In the scenario I've described this switching back and forth between charts often occurs at a high workload point on the arrival.  Reducing our rate of descent; slowing sooner; and having a better working knowledge of the Class B boundaries would have all been helpful.  Hard tuning the VOR used to define this airspace would have also been a good idea to provide a quick reference for distance to the field.
Air carrier Captain reported experiencing an airspace excursion after being vectored off the TYSSN5 arrival to LAS. Captain stated workload increased while trying to find the correct charts needed to stay within the LAS Class B airspace contributed to the event. Captain recommends the LAS Class B airspace be included on the arrival charts.