A230 FLT CREW EXECUTE GAR DUE TO AN UNSTABLE APCH CAUSED BY L30 APCH SEQUENCE AND RWY CHANGE AND POTENTIAL CONFLICT WITH ANOTHER ACR ON APCH TO ANOTHER RWY.

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UPON ARR TO LAS VIA THE KSINO STAR; WE WERE PLANNING RWY 25L. APCHING LUXOR; WE WERE CHANGED TO RWY 19L; WHICH HAS NO APCH GUIDANCE. WE LOADED THE RWY IN THE FMGC AND PLANNED A VISUAL APCH. SINCE NEITHER ONE OF US HAD DONE THIS ARR; WE PLANNED AN ENTRANCE OVER THE RWY WITH A R DOWNWIND. WHAT WE GOT WAS A SLAM-DUNK L BASE. THEY HAD KEPT OUR SPD UP AND WE HAD TO CROSS OVER A MOUNTAIN RANGE AT 5100 FT (MVA IS 5000 FT; WE WERE AT 210 KTS). TRYING TO SLOW TO CONFIGURE THE AIRPLANE AND GET THE GEAR DOWN FOR OUR SLAM-DUNK (GEAR DOWN; FLAPS 3 DEGS AND SPD 170 KTS); WE REALIZED THAT WE WERE UNABLE TO BE STABLE AND THE APCH WAS ABANDONED. NOW WE WERE BEING VECTORED TO THE R DOWNWIND; HOWEVER; NOW WE HAD CONFLICTING TFC OVERHEAD (ACR LNDG RWY 19L). ATC DID A GOOD JOB VECTORING US AROUND HIM. WE WERE THEN CLRED FOR THE VISUAL APCH TO RWY 19L. THE PROB I SEE HERE IS NOT THE ARR TO RWY 19L (WHICH NOW I KNOW THAT I HAVE TO BE CONFIGURED AND SLOWED OVER THE MOUNTAIN TO GET DOWN); BUT THE USE OF RWY 7 FOR DEPS WHILE THE PRIMARY RWY IS 25. DURING THE NUMEROUS ARRS OVER THE 3 DAYS THAT FLEW INTO LAS; THE OP OF DEPARTING RWY 7 WHILE THE PRIMARY DEPS WERE GOING OFF RWY 25 SEEMED DANGEROUS AND CAUSED DELAYS FOR DEPARTING AND ARRIVING TFC. I ONLY NOTICED ONE CARRIER USING RWY 7 A LOT. I DID A PULL UP OF OUR WTS EACH TIME I SAW A DEP OFF RWY 7 AND WE WERE UNABLE TO DEPART RWY 7; MAINLY BECAUSE OF THE TAILWIND FACTOR THAT WAS TAKING PLACE. I KNOW WE HAVE A 10 KT LIMIT -- I AM REAL CURIOUS WHAT THEIR LIMIT IS? I DID CALL THE TWR AND INQUIRED ABOUT THE PROC. THEY WERE REAL HELPFUL AND EXPLAINED THAT IT HAPPENS A LOT AND THEY ARE NOT HAPPY ABOUT IT; BUT IF A CARRIER ASKS FOR THE RWY; THEY TRY TO ACCOMMODATE THEM. HOWEVER; IT CAUSES DELAYS FOR OTHER DEPS AND ARRS.