Narrative:

The WX at ord was 1000-2000 RVR which caused some holding. We were vectored from the holding pattern toward the airport on a 30 NM final approach. At 20 NM we were given a speed reduction from 210 KTS to 170 KTS. At 15 NM we were told to turn right for spacing, followed by a left turn to intercept the approach, maintain 5000' until intercepting the localizer, then cleared for an approach. This clearance caused us to intercept the localizer above the G/south. After diving to intercept the G/south we were given another right 'for spacing,' followed by a left turn to reintercept the approach, maintain 3000' until intercept, then cleared for the approach. Again we found ourselves above the G/south outside of the approach about 2 NM from the FAF. As the aircraft crossed the localizer the autoplt did not capture it. Shortly after starting a right turn back toward the approach the controller noticed that we had gone through the localizer. At this point, because of the WX conditions (CAT ii) we were too close to the airport to continue. In my opinion minimum WX conditions require more spacing to give pilots time to prepare for the approach and stabilize the aircraft. At busy airports there appears to be too much pressure on air traffic controllers to try and run a normal amount of traffic. These circumstances cause operator error. Both controller and/or pilot. All of us want operations to run on time. But, in certain conditions, it's better (safer) to slow down and accept the delays.

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Original NASA ASRS Text

Title: POOR ATC HANDLING ON APCH.

Narrative: THE WX AT ORD WAS 1000-2000 RVR WHICH CAUSED SOME HOLDING. WE WERE VECTORED FROM THE HOLDING PATTERN TOWARD THE ARPT ON A 30 NM FINAL APCH. AT 20 NM WE WERE GIVEN A SPD REDUCTION FROM 210 KTS TO 170 KTS. AT 15 NM WE WERE TOLD TO TURN RIGHT FOR SPACING, FOLLOWED BY A LEFT TURN TO INTERCEPT THE APCH, MAINTAIN 5000' UNTIL INTERCEPTING THE LOC, THEN CLRED FOR AN APCH. THIS CLRNC CAUSED US TO INTERCEPT THE LOC ABOVE THE G/S. AFTER DIVING TO INTERCEPT THE G/S WE WERE GIVEN ANOTHER RIGHT 'FOR SPACING,' FOLLOWED BY A LEFT TURN TO REINTERCEPT THE APCH, MAINTAIN 3000' UNTIL INTERCEPT, THEN CLRED FOR THE APCH. AGAIN WE FOUND OURSELVES ABOVE THE G/S OUTSIDE OF THE APCH ABOUT 2 NM FROM THE FAF. AS THE ACFT CROSSED THE LOC THE AUTOPLT DID NOT CAPTURE IT. SHORTLY AFTER STARTING A RIGHT TURN BACK TOWARD THE APCH THE CTLR NOTICED THAT WE HAD GONE THROUGH THE LOC. AT THIS POINT, BECAUSE OF THE WX CONDITIONS (CAT II) WE WERE TOO CLOSE TO THE ARPT TO CONTINUE. IN MY OPINION MINIMUM WX CONDITIONS REQUIRE MORE SPACING TO GIVE PLTS TIME TO PREPARE FOR THE APCH AND STABILIZE THE ACFT. AT BUSY ARPTS THERE APPEARS TO BE TOO MUCH PRESSURE ON AIR TFC CTLRS TO TRY AND RUN A NORMAL AMOUNT OF TFC. THESE CIRCUMSTANCES CAUSE OPERATOR ERROR. BOTH CTLR AND/OR PLT. ALL OF US WANT OPS TO RUN ON TIME. BUT, IN CERTAIN CONDITIONS, IT'S BETTER (SAFER) TO SLOW DOWN AND ACCEPT THE DELAYS.

Data retrieved from NASA's ASRS site as of August 2007 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.