Narrative:

I was the pilot flying this morning. We were flying the RNAV arrival on autopilot engaged for runway 12R. The winds were significantly strong (approximately 30-40 knots) from the east. ATC instructed us to turn to a northerly heading at which I did (base). I was flying approximately 180-190 knots as I was trying to slow down. At this time I asked the captain to sync my approach. After he did we transitioned FMS CDI to ILS. After we did so; ATC instructed us to turn to a northeasterly heading and intercept the localizer. I turned the airplane on the assigned heading and pressed the navigation button on the autopilot panel to arm the localizer course. Due to the fast ground speed the aircraft it did not capture the localizer needle in time and it overshot the localizer course. At this point I turned the heading bug back to the south in order to re-intercept the localizer course for runway 12R. At the same time this was happening we got a traffic TA from TCAS of an aircraft to our left flying in for the ILS12L. I immediately dis-engaged the autopilot and added power and bank to get back away and towards the ILS 12R localizer and away from the traffic to our left. I instructed the captain to give me the remaining flaps and gear as required prior to the final approach fix. I hand flew the rest of the approach to a safe landing on runway 12R.air traffic control failed to slow us down in time for proper spacing to intercept the final approach course and localizer course. I should have properly briefed a possible automation inability to intercept the FAF with such strong crosswind on a base turn of an approach vector. The autopilot was not able to make enough of a turn to intercept the localizer course due to s the aircraft speed. I should slow down and use good judgment to properly prepare for a windy day and using automation. I should conduct a better brief of the winds on the approach segment of the flight. Once I heard the traffic being called I should have considered a go-around but I was mostly fixated on correcting course instead. In the future a go-around should have been called by me or the captain.

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Original NASA ASRS Text

Title: CRJ-900 First Officer reported their aircraft did not capture the localizer course and conflicted with traffic on the parallel runway.

Narrative: I was the pilot flying this morning. We were flying the RNAV arrival on Autopilot engaged for Runway 12R. The winds were significantly strong (approximately 30-40 knots) from the east. ATC instructed us to turn to a northerly heading at which I did (base). I was flying approximately 180-190 knots as I was trying to slow down. At this time I asked the Captain to sync my approach. After he did we transitioned FMS CDI to ILS. After we did so; ATC instructed us to turn to a northeasterly heading and intercept the localizer. I turned the airplane on the assigned heading and pressed the NAV button on the Autopilot Panel to arm the LOC course. Due to the fast ground speed the aircraft it did not capture the LOC needle in time and it overshot the LOC course. At this point I turned the heading bug back to the south in order to re-intercept the Localizer Course for Runway 12R. At the same time this was happening we got a Traffic TA from TCAS of an aircraft to our left flying in for the ILS12L. I immediately dis-engaged the autopilot and added power and bank to get back away and towards the ILS 12R Localizer and away from the traffic to our left. I instructed the Captain to give me the remaining flaps and gear as required prior to the Final Approach Fix. I hand flew the rest of the approach to a safe landing on runway 12R.Air Traffic Control failed to slow us down in time for proper spacing to intercept the Final Approach Course and LOC Course. I should have properly briefed a possible Automation inability to intercept the FAF with such strong crosswind on a base turn of an approach vector. The Autopilot was not able to make enough of a turn to intercept the LOC course due to s the aircraft speed. I should slow down and use good judgment to properly prepare for a windy day and using automation. I should conduct a better brief of the winds on the approach segment of the flight. Once I heard the traffic being called I should have considered a go-around but I was mostly fixated on correcting course instead. In the future a go-around should have been called by me or the Captain.

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.