Narrative:

I was the pilot monitoring; captain was pilot flying. We were on a right downwind for 10L ord. We were assigned a 360 heading for our right base leg. At 4;000 ft. Assigned 210 kts. We had the field in sight. We were then assigned a 100 heading to join final; and cleared the visual approach. The turn to the 100 heading was late and we over shot the localizer course to the north. Winds at 4000 feet were 190 degrees/50 kts; so we had a 50 knot tail wind while on our base leg. The wind and very late ATC assigned turn to 100 degrees caused the over shoot. The turn was assigned so late that we ended up over the final course for 9R. We were in the process of correcting atcs bad vector since we had been cleared the visual. However there was an aircraft on final for 9R. Because of the late turn assigned by ATC we ended up 400-500 directly above the aircraft on final for 9R. The captain turned off the autopilot to tighten up our correcting turn back to 10L final approach course. We then received a resolution advisory (RA) saying 'adjust vertical speed'. Captain followed the RA which was just to maintain a descent of 0-500 fpm down. We were issued a traffic alert by ATC for the traffic on final for 9R only after we were over the aircraft. I had a visual on the aircraft the whole time. The late vector; winds aloft; and late traffic alert by ATC put us in this position. The captain responded to the RA per SOP and turned off the autopilot to correct our course as best we could.

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Original NASA ASRS Text

Title: A319 flight crew reports a late ATC assigned turn to final resulting in an overshoot into the approach path for the adjacent runway and a TCAS RA to avoid the traffic directly below. The Captain is able to comply with the RA; get back on course and land safely. A 50 knot direct crosswind at altitude was a large factor in the incident.

Narrative: I was the pilot monitoring; Captain was pilot flying. We were on a right downwind for 10L ORD. We were assigned a 360 heading for our right base leg. At 4;000 ft. Assigned 210 kts. We had the field in sight. We were then assigned a 100 heading to join final; and cleared the visual approach. The turn to the 100 heading was late and we over shot the localizer course to the north. Winds at 4000 feet were 190 degrees/50 kts; so we had a 50 knot tail wind while on our base leg. The wind and very late ATC assigned turn to 100 degrees caused the over shoot. The turn was assigned so late that we ended up over the final course for 9R. We were in the process of correcting ATCs bad vector since we had been cleared the visual. However there was an aircraft on final for 9R. Because of the late turn assigned by ATC we ended up 400-500 directly above the aircraft on final for 9R. The captain turned off the autopilot to tighten up our correcting turn back to 10L final approach course. We then received a resolution advisory (RA) saying 'adjust vertical speed'. Captain followed the RA which was just to maintain a descent of 0-500 fpm down. We were issued a traffic alert by ATC for the traffic on final for 9R only after we were over the aircraft. I had a visual on the aircraft the whole time. The late vector; winds aloft; and late traffic alert by ATC put us in this position. The captain responded to the RA per SOP and turned off the autopilot to correct our course as best we could.

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.