Narrative:

While approaching las on the grnpa arrival; we expected the RNAV visual runway 19L approach. The ATIS stated that visual approaches were in use for 19L/right and 7L/right. I thoroughly briefed the RNAV visual 19L; as this approach plate states to expect it when 19L/right is in use. As we crossed luxor; we were given a 170 heading and told to expect direct trrop and the RNAV visual 19L. We were informed to slow to 210 knots; and then descended to 9;000 ft. We were cleared direct trrop; descend to 6;000 ft; and I believe; cleared for the RNAV visual 19L. Then; that controller handed us off to the next approach controller; and he told us to slow to 170 KTS and asked if we had the airport in sight. We reported the airport in sight as we approached trrop; and he cleared us; 'after trrop; go direct lemnz; cross it at or above 3;500; cleared for the visual 19L.' we had not been expecting to go back on the grnpa arrival (where lemnz is located) so it took several seconds to get the fix back in the box. I flew a heading of about 270 for the direction of lemnz. As it turns out; lemnz is 8.5 miles from trrop (on the arrival); while rizzn is 8.6 miles from trrop (on the RNAV visual) so the fixes were overlapping each other on the nd; making it impossible to read either. As we neared the final approach course; ATC asked us if we were on a heading or track. I replied that we were having trouble with lemnz; but we had it now and would cross at 3;500 ft. He said to disregard the altitude restriction; spacing was good with the aircraft ahead; and contact tower. We landed without further incident.

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Original NASA ASRS Text

Title: A320 Captain experiences confusion transitioning from the GRNPA arrival at LAS to the RNAV visual approach to Runway 19L. The last fix on the GRNPA; LEMNZ; is very close to the first fix RIZZN; on the RNAV visual and overlap on the ND and are not readable.

Narrative: While approaching LAS on the GRNPA Arrival; we expected the RNAV VISUAL RWY 19L approach. The ATIS stated that visual approaches were in use for 19L/R and 7L/R. I thoroughly briefed the RNAV Visual 19L; as this approach plate states to expect it when 19L/R is in use. As we crossed LUXOR; we were given a 170 heading and told to expect direct TRROP and the RNAV VISUAL 19L. We were informed to slow to 210 knots; and then descended to 9;000 FT. We were cleared direct TRROP; descend to 6;000 FT; and I believe; cleared for the RNAV Visual 19L. Then; that Controller handed us off to the next Approach Controller; and he told us to slow to 170 KTS and asked if we had the airport in sight. We reported the airport in sight as we approached TRROP; and he cleared us; 'After TRROP; go direct LEMNZ; cross it at or above 3;500; cleared for the visual 19L.' We had not been expecting to go back on the GRNPA Arrival (where LEMNZ is located) so it took several seconds to get the fix back in the box. I flew a heading of about 270 for the direction of LEMNZ. As it turns out; LEMNZ is 8.5 miles from TRROP (on the arrival); while RIZZN is 8.6 miles from TRROP (on the RNAV Visual) so the fixes were overlapping each other on the ND; making it impossible to read either. As we neared the final approach course; ATC asked us if we were on a heading or track. I replied that we were having trouble with LEMNZ; but we had it now and would cross at 3;500 FT. He said to disregard the altitude restriction; spacing was good with the aircraft ahead; and contact Tower. We landed without further incident.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.