Narrative:

On wed/july/91, on flight from bos to ord, I was flying the visual approach to runway 27R. We had been cleared from 8000 ft to 7000 ft MSL and a left turn to 180 degree at pappi intersection. It was hazy and dark and very hard to see the ord complex. We were high and fast (250 KTS assigned) when approach asked us if we had the airport. I said I thought I did and shut off the autoplt and autothrottles to get down to 2500 ft. I asked for slats and extended full speed brakes. I knew I was high and hot but knew I could get down safely. The problem was when I turned toward the 27R runway I didn't turn far enough and had drifted between the 27L and 27R (localizer) extension. Tower asked if we had the runway and the captain answered yes and directed me to turn further right. He realized I hadn't turned far enough to the right. I was close to the GS but left of the localizer at approximately 9 DME from ord. At that time we spotted an air carrier Y medium large transport making a right turn to line up with 27L. He passed approximately 1000 ft above an off to our left. It was not a near miss situation, I think medium large transport had us in sight, but I had flown too far left of centerline. I continued my approach and landed safely without any problems. How to avoid this problem? Steep, fast approachs (being dumped) helps traffic flow, but a more controled approach could have been flown on the autoplt with automatic localizer and GS interception. In my situation the localizer must have passed through the case but I was too busy trying to get down, slow down and find the runway visually. Supplemental information from acn 185291. I think had this traffic been pointed out to us at the time of the clearance for the visual that I would have been more aware of the situation. My error in this incident was lack of awareness of surrounding traffic as well as letting the first officer continue without correcting his 'overshoot' before it became one.

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Original NASA ASRS Text

Title: ACR MLG TRACK DEV FROM VECTOR HDG TO VISUAL APCH TO RWY 25R AT ORD.

Narrative: ON WED/JULY/91, ON FLT FROM BOS TO ORD, I WAS FLYING THE VISUAL APCH TO RWY 27R. WE HAD BEEN CLRED FROM 8000 FT TO 7000 FT MSL AND A L TURN TO 180 DEG AT PAPPI INTXN. IT WAS HAZY AND DARK AND VERY HARD TO SEE THE ORD COMPLEX. WE WERE HIGH AND FAST (250 KTS ASSIGNED) WHEN APCH ASKED US IF WE HAD THE ARPT. I SAID I THOUGHT I DID AND SHUT OFF THE AUTOPLT AND AUTOTHROTTLES TO GET DOWN TO 2500 FT. I ASKED FOR SLATS AND EXTENDED FULL SPD BRAKES. I KNEW I WAS HIGH AND HOT BUT KNEW I COULD GET DOWN SAFELY. THE PROBLEM WAS WHEN I TURNED TOWARD THE 27R RWY I DIDN'T TURN FAR ENOUGH AND HAD DRIFTED BTWN THE 27L AND 27R (LOC) EXTENSION. TWR ASKED IF WE HAD THE RWY AND THE CAPT ANSWERED YES AND DIRECTED ME TO TURN FURTHER R. HE REALIZED I HADN'T TURNED FAR ENOUGH TO THE R. I WAS CLOSE TO THE GS BUT L OF THE LOC AT APPROX 9 DME FROM ORD. AT THAT TIME WE SPOTTED AN ACR Y MLG MAKING A R TURN TO LINE UP WITH 27L. HE PASSED APPROX 1000 FT ABOVE AN OFF TO OUR L. IT WAS NOT A NEAR MISS SITUATION, I THINK MLG HAD US IN SIGHT, BUT I HAD FLOWN TOO FAR L OF CENTERLINE. I CONTINUED MY APCH AND LANDED SAFELY WITHOUT ANY PROBLEMS. HOW TO AVOID THIS PROBLEM? STEEP, FAST APCHS (BEING DUMPED) HELPS TFC FLOW, BUT A MORE CTLED APCH COULD HAVE BEEN FLOWN ON THE AUTOPLT WITH AUTOMATIC LOC AND GS INTERCEPTION. IN MY SITUATION THE LOC MUST HAVE PASSED THROUGH THE CASE BUT I WAS TOO BUSY TRYING TO GET DOWN, SLOW DOWN AND FIND THE RWY VISUALLY. SUPPLEMENTAL INFO FROM ACN 185291. I THINK HAD THIS TFC BEEN POINTED OUT TO US AT THE TIME OF THE CLRNC FOR THE VISUAL THAT I WOULD HAVE BEEN MORE AWARE OF THE SITUATION. MY ERROR IN THIS INCIDENT WAS LACK OF AWARENESS OF SURROUNDING TFC AS WELL AS LETTING THE FO CONTINUE WITHOUT CORRECTING HIS 'OVERSHOOT' BEFORE IT BECAME ONE.

Data retrieved from NASA's ASRS site as of July 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.