Narrative:

Numerous distrs. I was working final vector for runway 27 at phl. Law enforcement aircraft operating at 3500 ft on final. VFR aircraft transitioning through final at 2500 ft and then 2000 ft. Turn onto final at 3000 ft, caused numerous RA's with law enforcement aircraft. Turn on altitude to final was 3000 ft. Turn to final at 2500 ft generated RA's with the VFR aircraft at 2000 ft. Local directives require that information on all RA's be forwarded to supervisor for quality assurance purposes. Arrs to phl were at peak. Data tags were often overlapped due to amount of traffic. Additional workload created by numerous RA's in conjunction with distrs in the radar room were contributing factors in this event. I was vectoring aircraft X, aircraft to the final. Aircraft X was sbound descending to 2500 ft. Aircraft Y nebound descending to 3000 ft. A pilot reported taking an RA (on the law enforcement aircraft). I heard the report of an RA and tried to ascertain the aircraft involved. Concurrent to this, a tmc specialist informed me that inbounds to runway 26L cannot close to less than 3 mi inside the marker. I missed turning aircraft X onto the final. The aircraft was then in conflict with aircraft Y. I turned aircraft X to heading 300 degrees to join runway 26L localizer. I issued traffic to aircraft Y and climbed him immediately to 4000 ft turning the aircraft to east. The numerous distrs reduced focus on traffic and contributed greatly to this event.

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Original NASA ASRS Text

Title: PHL APCH CTLR VECTORING TFC INTO PHL USING RWY 27L HAD A CONFLICT WHEN AN ACR OVERSHOOTS THE FINAL.

Narrative: NUMEROUS DISTRS. I WAS WORKING FINAL VECTOR FOR RWY 27 AT PHL. LAW ENFORCEMENT ACFT OPERATING AT 3500 FT ON FINAL. VFR ACFT TRANSITIONING THROUGH FINAL AT 2500 FT AND THEN 2000 FT. TURN ONTO FINAL AT 3000 FT, CAUSED NUMEROUS RA'S WITH LAW ENFORCEMENT ACFT. TURN ON ALT TO FINAL WAS 3000 FT. TURN TO FINAL AT 2500 FT GENERATED RA'S WITH THE VFR ACFT AT 2000 FT. LCL DIRECTIVES REQUIRE THAT INFO ON ALL RA'S BE FORWARDED TO SUPVR FOR QUALITY ASSURANCE PURPOSES. ARRS TO PHL WERE AT PEAK. DATA TAGS WERE OFTEN OVERLAPPED DUE TO AMOUNT OF TFC. ADDITIONAL WORKLOAD CREATED BY NUMEROUS RA'S IN CONJUNCTION WITH DISTRS IN THE RADAR ROOM WERE CONTRIBUTING FACTORS IN THIS EVENT. I WAS VECTORING ACFT X, ACFT TO THE FINAL. ACFT X WAS SBOUND DSNDING TO 2500 FT. ACFT Y NEBOUND DSNDING TO 3000 FT. A PLT RPTED TAKING AN RA (ON THE LAW ENFORCEMENT ACFT). I HEARD THE RPT OF AN RA AND TRIED TO ASCERTAIN THE ACFT INVOLVED. CONCURRENT TO THIS, A TMC SPECIALIST INFORMED ME THAT INBOUNDS TO RWY 26L CANNOT CLOSE TO LESS THAN 3 MI INSIDE THE MARKER. I MISSED TURNING ACFT X ONTO THE FINAL. THE ACFT WAS THEN IN CONFLICT WITH ACFT Y. I TURNED ACFT X TO HDG 300 DEGS TO JOIN RWY 26L LOC. I ISSUED TFC TO ACFT Y AND CLBED HIM IMMEDIATELY TO 4000 FT TURNING THE ACFT TO E. THE NUMEROUS DISTRS REDUCED FOCUS ON TFC AND CONTRIBUTED GREATLY TO THIS EVENT.

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.