Narrative:

While being vectored for the ILS approach 4R from the east we were issued a heading of 270 (configuration was flaps 5; 170 knots and 4000'). On that vector it became apparent as we approached the final approach course that ATC had lost track of us and that we needed a turn to the southwest as other proceeding aircraft had been given or we were going to converge with the other aircraft already on and cleared for the approach. Due to traffic and radio saturation we were unable to communicate with ATC and query them about the impending traffic conflict.as we approached the final approach course somewhere around the cadon fix point we received a TCAS traffic alert for the aircraft on the approach at our altitude and it became apparent that we would converge into that aircraft if we did not take some action so we started a turn to the southwest. About that same time a new voice came on the radio with instructions to turn left; followed by fly heading 310. As we turned back toward a 310 heading we received a climb RA at which time we executed the RA maneuver notified ATC and climbed up to 4800' and received the clear of conflict. We were then vectored for the approach and subsequent landing.it appeared the controller became overwhelmed or was in training (new voice-maybe supervisor took over). I don't know what kind of safeguards or training they have in place to prevent such events. I believe our situational awareness was high as we were well aware of the events unfolding and prepared to take the appropriate action.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported climbing in response to an RA on approach to MDW. Crew cited frequency congestion and possible ATC Controller training as contributing factor.

Narrative: While being vectored for the ILS Approach 4R from the east we were issued a heading of 270 (configuration was flaps 5; 170 knots and 4000'). On that vector it became apparent as we approached the final approach course that ATC had lost track of us and that we needed a turn to the southwest as other proceeding aircraft had been given or we were going to converge with the other aircraft already on and cleared for the approach. Due to traffic and radio saturation we were unable to communicate with ATC and query them about the impending traffic conflict.As we approached the final approach course somewhere around the CADON fix point we received a TCAS Traffic Alert for the aircraft on the approach at our altitude and it became apparent that we would converge into that aircraft if we did not take some action so we started a turn to the southwest. About that same time a new voice came on the radio with instructions to turn left; followed by fly heading 310. As we turned back toward a 310 heading we received a Climb RA at which time we executed the RA maneuver notified ATC and climbed up to 4800' and received the clear of conflict. We were then vectored for the approach and subsequent landing.It appeared the Controller became overwhelmed or was in training (new voice-maybe Supervisor took over). I don't know what kind of safeguards or training they have in place to prevent such events. I believe our situational awareness was high as we were well aware of the events unfolding and prepared to take the appropriate action.

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.