Narrative:

Approaching las winds were 3327g55; ATIS was advertising 25L and 1L. When we first contacted las approach he told us 1L and put us on a 180 heading to join the line. We followed basically a 27 DME arc all the way around and were eventually handed off to the final controller who changed the runway to 1R. So; we modified the box for an RNAV 1R; there was no ILS that my first officer found and I was busy looking for traffic to have both heads down. About this same time we were told to steer 360 and intercept the localizer; we were at 9;000 MSL and needed to start down soon. So we queried about that and were given clearance to 8;000. The controller pointed out traffic at 10 o'clock joining the localizer for 1L. Here the issue begins; we had this guy in sight; and the airport; it was very VFR. But the vector received by this other guy and our approach clearance put both of us down the chute in route echelon formation. Literally I was on a 45 degree aspect line with about 200 yards separation. Several times on the approach I got climb and adjust vertical speed from TCAS. Of course; this only exacerbated when we got closer to the approach end; and the force of 327g55 rolling off the hotels on the strip hit us. Suggestions; the worst issue here is; three times at least; during our vectors for the approach; this particular controller was asked specific questions about the pattern; the approach; etc. And his answer was 'I don't know; I'm still figuring it out'. We had to ask three times to confirm we were cleared for the approach. Tower seemed to deal with this as normal operations.

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Original NASA ASRS Text

Title: Air Carrier landing LAS expressed concern regarding ATC handling while being vectored to the final; noting the controllers' response to several questions regarding pattern/approach were answered with; 'I don't know; I'm still figuring it out.'

Narrative: Approaching LAS winds were 3327G55; ATIS was advertising 25L and 1L. When we first contacted LAS Approach he told us 1L and put us on a 180 heading to join the line. We followed basically a 27 DME arc all the way around and were eventually handed off to the Final Controller who changed the Runway to 1R. So; we modified the box for an RNAV 1R; there was no ILS that my First Officer found and I was busy looking for traffic to have both heads down. About this same time we were told to steer 360 and intercept the localizer; we were at 9;000 MSL and needed to start down soon. So we queried about that and were given clearance to 8;000. The Controller pointed out traffic at 10 o'clock joining the localizer for 1L. Here the issue begins; we had this guy in sight; and the airport; it was very VFR. But the vector received by this other guy and our approach clearance put both of us down the chute in route echelon formation. Literally I was on a 45 degree aspect line with about 200 yards separation. Several times on the approach I got CLIMB and ADJUST VERTICAL SPEED from TCAS. Of course; this only exacerbated when we got closer to the approach end; and the force of 327G55 rolling off the hotels on the strip hit us. Suggestions; the worst issue here is; three times at least; during our vectors for the approach; this particular controller was asked specific questions about the pattern; the approach; etc. and his answer was 'I don't know; I'm still figuring it out'. We had to ask three times to confirm we were cleared for the approach. Tower seemed to deal with this as normal operations.

Data retrieved from NASA's ASRS site as of April 2012 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.