Narrative:

I was controling air carrier X on downwind ILS 27 and air carrier Y on modified straight-in intercept ILS 27. Air carrier X given a turn 170 degrees at 3000. Air carrier Y descending to 3000 heading direct festa intersection on runway 27 localizer. Air carrier X didn't appear to turn and at about 5 mi apart I told air carrier X I need a turn now and to continue to 230 degrees. Air carrier Y was turned away from festa to a heading of 200 degrees to diverge from air carrier X who was just beginning to turn at what I'd call a standard rate. Air carrier Y was given immediate climb to 4000 and air carrier X descended to 2000. A factor seems to be a ssw wind and more standard rate turns in an medium large transport aircraft. The medium large transport's in general do not use large or standard rate turns unless configured. They appear to be more critical when clean to make shallow turns. They may need to advise controllers of this or start applying flaps at higher speeds in terminal areas when precise turns necessary. Had air carrier X returned at a standard rate when turn was issued this situation would never have occurred. Supplemental information from acn 195819: while flying second in command on air carrier X, sea-iah, we experienced a near miss with air carrier Y at houston's intercontinental airport. While in IMC conditions we were instructed to turn from a heading of 100 degrees to 190 degrees vectors to runway 27 ILS. While in our turn the controller (approach) instructed us to continue our turn to 230 degree heading and increase our rate of turn (we increased from a 25 degree bank to 30 degree). Our TCASII began to give a TA. Air carrier Y was also being vectored by the same controller and we were the only west aircraft on frequency as I recall. Things began to happen very quickly, as we were cleared from 4000 ft MSL to 3000 ft MSL in our turn and as we approached 3000 ft the controller urgently cleared us to 2500 ft. We began to descend out of 3000 ft when the TCASII gave us an RA to climb which is what we did. The captain climbed to 3500 ft MSL at which time the TCASII signified a 'clear of conflict.' we then continued our descent to 2500 ft and subsequently completed the ILS approach to runway 27. It was later explained over the telephone by the ATC supervisor that both air carrier Y and air carrier X were being vectored to the same runway and that 'there must have been more wind than expected.' speaking to the captain of air carrier Y he stated that the controller had kept him high and therefore when he was cleared for the approach to runway 27 he had to make a rapid descent to complete the approach which required a higher than normal airspeed and increasing his ground speed creating a faster closure rate with our aircraft. This was my second near miss/midair at houston. Both under very similar circumstances and conditions. I am aware of the fact that this is a training center and is therefore subject to less experienced controllers. I feel there needs to be a couple of courses followed: 1) more and better supervision of newly certified controllers. 2) instead of increasing our speeds into a TCA to 300-320 KTS, slow all traffic down to 250-270 KTS and requesting more spacing between aircraft over busy arrival gates prior to entering iah airspace.

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Original NASA ASRS Text

Title: ACR X NON ADHERENCE TO ATC CLRNC RECEIVED TCASII TA RA EVASIVE ACTION TAKEN HAD LTSS FROM ACR Y. PLTDEV. SYS ERROR.

Narrative: I WAS CTLING ACR X ON DOWNWIND ILS 27 AND ACR Y ON MODIFIED STRAIGHT-IN INTERCEPT ILS 27. ACR X GIVEN A TURN 170 DEGS AT 3000. ACR Y DSNDING TO 3000 HDG DIRECT FESTA INTXN ON RWY 27 LOC. ACR X DIDN'T APPEAR TO TURN AND AT ABOUT 5 MI APART I TOLD ACR X I NEED A TURN NOW AND TO CONTINUE TO 230 DEGS. ACR Y WAS TURNED AWAY FROM FESTA TO A HDG OF 200 DEGS TO DIVERGE FROM ACR X WHO WAS JUST BEGINNING TO TURN AT WHAT I'D CALL A STANDARD RATE. ACR Y WAS GIVEN IMMEDIATE CLB TO 4000 AND ACR X DSNDED TO 2000. A FACTOR SEEMS TO BE A SSW WIND AND MORE STANDARD RATE TURNS IN AN MLG ACFT. THE MLG'S IN GENERAL DO NOT USE LARGE OR STANDARD RATE TURNS UNLESS CONFIGURED. THEY APPEAR TO BE MORE CRITICAL WHEN CLEAN TO MAKE SHALLOW TURNS. THEY MAY NEED TO ADVISE CTLRS OF THIS OR START APPLYING FLAPS AT HIGHER SPDS IN TERMINAL AREAS WHEN PRECISE TURNS NECESSARY. HAD ACR X RETURNED AT A STANDARD RATE WHEN TURN WAS ISSUED THIS SITUATION WOULD NEVER HAVE OCCURRED. SUPPLEMENTAL INFO FROM ACN 195819: WHILE FLYING SECOND IN COMMAND ON ACR X, SEA-IAH, WE EXPERIENCED A NEAR MISS WITH ACR Y AT HOUSTON'S INTERCONTINENTAL ARPT. WHILE IN IMC CONDITIONS WE WERE INSTRUCTED TO TURN FROM A HDG OF 100 DEGS TO 190 DEGS VECTORS TO RWY 27 ILS. WHILE IN OUR TURN THE CTLR (APCH) INSTRUCTED US TO CONTINUE OUR TURN TO 230 DEG HDG AND INCREASE OUR RATE OF TURN (WE INCREASED FROM A 25 DEG BANK TO 30 DEG). OUR TCASII BEGAN TO GIVE A TA. ACR Y WAS ALSO BEING VECTORED BY THE SAME CTLR AND WE WERE THE ONLY W ACFT ON FREQ AS I RECALL. THINGS BEGAN TO HAPPEN VERY QUICKLY, AS WE WERE CLRED FROM 4000 FT MSL TO 3000 FT MSL IN OUR TURN AND AS WE APCHED 3000 FT THE CTLR URGENTLY CLRED US TO 2500 FT. WE BEGAN TO DSND OUT OF 3000 FT WHEN THE TCASII GAVE US AN RA TO CLB WHICH IS WHAT WE DID. THE CAPT CLBED TO 3500 FT MSL AT WHICH TIME THE TCASII SIGNIFIED A 'CLR OF CONFLICT.' WE THEN CONTINUED OUR DSCNT TO 2500 FT AND SUBSEQUENTLY COMPLETED THE ILS APCH TO RWY 27. IT WAS LATER EXPLAINED OVER THE TELEPHONE BY THE ATC SUPVR THAT BOTH ACR Y AND ACR X WERE BEING VECTORED TO THE SAME RWY AND THAT 'THERE MUST HAVE BEEN MORE WIND THAN EXPECTED.' SPEAKING TO THE CAPT OF ACR Y HE STATED THAT THE CTLR HAD KEPT HIM HIGH AND THEREFORE WHEN HE WAS CLRED FOR THE APCH TO RWY 27 HE HAD TO MAKE A RAPID DSCNT TO COMPLETE THE APCH WHICH REQUIRED A HIGHER THAN NORMAL AIRSPD AND INCREASING HIS GND SPD CREATING A FASTER CLOSURE RATE WITH OUR ACFT. THIS WAS MY SECOND NEAR MISS/MIDAIR AT HOUSTON. BOTH UNDER VERY SIMILAR CIRCUMSTANCES AND CONDITIONS. I AM AWARE OF THE FACT THAT THIS IS A TRAINING CENTER AND IS THEREFORE SUBJECT TO LESS EXPERIENCED CTLRS. I FEEL THERE NEEDS TO BE A COUPLE OF COURSES FOLLOWED: 1) MORE AND BETTER SUPERVISION OF NEWLY CERTIFIED CTLRS. 2) INSTEAD OF INCREASING OUR SPDS INTO A TCA TO 300-320 KTS, SLOW ALL TFC DOWN TO 250-270 KTS AND REQUESTING MORE SPACING BTWN ACFT OVER BUSY ARR GATES PRIOR TO ENTERING IAH AIRSPACE.

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.