Narrative:

We were on about a 10 mile straight in visual approach to runway 34R at slc. We were descending on glide path and configuring for landing when we receive a traffic advisory followed by a resolution advisory to adjust vertical speed. The other aircraft was located visually at our 9 o'clock and slightly below our altitude on a crossing path. Captain as pilot flying disengaged the autopilot and leveled off to comply with the RA. About 5 seconds later; a clear of conflict message annunciated. The other aircraft maneuvered back to final for the other parallel runway. We stabilized the approach; finished configuring for landing and completed the checklist and landed uneventfully.after shutdown; captain called tower who provided a phone number for a RAPCON supervisor. The supervisor was reviewing the event and said it was caused by a late vector from a different controller; who was on a different frequency controlling runway 34L. The other aircraft was aircraft Y who had also complied with the RA. The supervisor mentioned the controller who gave the late vector was experiencing some health issue that prevented him issuing the vector sooner.it appears the controller working runway 34L momentarily lost the ability to communicate due to a temporary personal physiological event. The last clearance given to aircraft Y put it on a near collision course with our flight. Fortunately; TCAS did its job.ensure procedures for vectoring account for the chance of communication breakdown for stuck mics; radio equipment failure or any other possible event; such as a controller being unable to speak for a few moments. Vector should have lateral or vertical clearance built in; just in case.

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Original NASA ASRS Text

Title: B737-800 flight crew reported having an airborne conflict which was the result of the Controller not being able to speak due to personal issues.

Narrative: We were on about a 10 mile straight in visual approach to Runway 34R at SLC. We were descending on glide path and configuring for landing when we receive a Traffic Advisory followed by a Resolution Advisory to adjust vertical speed. The other aircraft was located visually at our 9 o'clock and slightly below our altitude on a crossing path. Captain as Pilot Flying disengaged the autopilot and leveled off to comply with the RA. About 5 seconds later; a clear of conflict message annunciated. The other aircraft maneuvered back to final for the other parallel runway. We stabilized the approach; finished configuring for landing and completed the checklist and landed uneventfully.After shutdown; Captain called Tower who provided a phone number for a RAPCON supervisor. The Supervisor was reviewing the event and said it was caused by a late vector from a different controller; who was on a different frequency controlling Runway 34L. The other aircraft was Aircraft Y who had also complied with the RA. The Supervisor mentioned the controller who gave the late vector was experiencing some health issue that prevented him issuing the vector sooner.It appears the controller working Runway 34L momentarily lost the ability to communicate due to a temporary personal physiological event. The last clearance given to Aircraft Y put it on a near collision course with our flight. Fortunately; TCAS did its job.Ensure procedures for vectoring account for the chance of communication breakdown for stuck mics; radio equipment failure or any other possible event; such as a controller being unable to speak for a few moments. Vector should have lateral or vertical clearance built in; just in case.

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.