Narrative:

The ZZZ final controller cleared us for the ILS runway 35L. We captured the GS and localizer at 4000 ft and were flying an assigned speed of 210 KIAS. At approximately 3700 ft; the controller said for us to maintain 3500 ft because traffic on runway 35R was conflicting with us. The other aircraft answered for us and then I responded to the controller and our autoplt was manually disengaged and we leveled at 3500 ft. I looked out my first officer's side window and observed an airbus heading toward us and he passed beneath and behind us. The controller saved the day. The controller continued to state that we needed to maintain 3500 ft because he was uncertain where the airbus was going and we could resume the approach when the airbus got straightened out. According to the controller; the airbus was on a visual approach to runway 35R and was talking to the tower controller. The winds at 3500 ft were from the east at 20 KTS and I think this contributed to the airbus flying through his approach course and into ours. The visibility was perfect and we saw the airfield 30 mi away. The final controller should be complimented for his quick reaction. The airbus seemed to appear from nowhere. No TCAS warning was given. Supplemental information from acn 780093: first officer's leg on outside downwind. Approach asked if we had the airport in sight. First officer said he did out the right window. I called the airport in sight and we were cleared for the visual by approach. The first officer then turned to an approximately 220 degree heading to about 4 mi outside the FAF for runway 35R. We saw traffic at approximately 2 O'clock position and 1000 ft above and 10 mi away. I said he is going to the left side and the first officer acknowledged. I started watching the navigation display as I could not see the runway because it was at our 4-5 O'clock position. I noticed a 25 KT tailwind and at about 3 mi from the final approach course; I was expecting a right turn from the first officer. At 1 mi; I said 'you are going to overshoot.' at that point; the first officer realized he was looking at the left side instead of the right. He disconnected the autoplt and put the aircraft into a 40 degree right bank turn and we got the bank angle warning. I called tower to let them know that we had the other aircraft in sight. We corrected back to runway 35R and landed uneventfully.

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Original NASA ASRS Text

Title: AN AIRBUS ON APPROACH TO 35R OVERSHOT FINAL AND CONFLICTED WITH A B757 ON 35L APPROACH.

Narrative: THE ZZZ FINAL CTLR CLRED US FOR THE ILS RWY 35L. WE CAPTURED THE GS AND LOC AT 4000 FT AND WERE FLYING AN ASSIGNED SPD OF 210 KIAS. AT APPROX 3700 FT; THE CTLR SAID FOR US TO MAINTAIN 3500 FT BECAUSE TFC ON RWY 35R WAS CONFLICTING WITH US. THE OTHER ACFT ANSWERED FOR US AND THEN I RESPONDED TO THE CTLR AND OUR AUTOPLT WAS MANUALLY DISENGAGED AND WE LEVELED AT 3500 FT. I LOOKED OUT MY FO'S SIDE WINDOW AND OBSERVED AN AIRBUS HEADING TOWARD US AND HE PASSED BENEATH AND BEHIND US. THE CTLR SAVED THE DAY. THE CTLR CONTINUED TO STATE THAT WE NEEDED TO MAINTAIN 3500 FT BECAUSE HE WAS UNCERTAIN WHERE THE AIRBUS WAS GOING AND WE COULD RESUME THE APCH WHEN THE AIRBUS GOT STRAIGHTENED OUT. ACCORDING TO THE CTLR; THE AIRBUS WAS ON A VISUAL APCH TO RWY 35R AND WAS TALKING TO THE TWR CTLR. THE WINDS AT 3500 FT WERE FROM THE E AT 20 KTS AND I THINK THIS CONTRIBUTED TO THE AIRBUS FLYING THROUGH HIS APCH COURSE AND INTO OURS. THE VISIBILITY WAS PERFECT AND WE SAW THE AIRFIELD 30 MI AWAY. THE FINAL CTLR SHOULD BE COMPLIMENTED FOR HIS QUICK REACTION. THE AIRBUS SEEMED TO APPEAR FROM NOWHERE. NO TCAS WARNING WAS GIVEN. SUPPLEMENTAL INFO FROM ACN 780093: FO'S LEG ON OUTSIDE DOWNWIND. APCH ASKED IF WE HAD THE ARPT IN SIGHT. FO SAID HE DID OUT THE R WINDOW. I CALLED THE ARPT IN SIGHT AND WE WERE CLRED FOR THE VISUAL BY APCH. THE FO THEN TURNED TO AN APPROX 220 DEG HDG TO ABOUT 4 MI OUTSIDE THE FAF FOR RWY 35R. WE SAW TFC AT APPROX 2 O'CLOCK POS AND 1000 FT ABOVE AND 10 MI AWAY. I SAID HE IS GOING TO THE L SIDE AND THE FO ACKNOWLEDGED. I STARTED WATCHING THE NAV DISPLAY AS I COULD NOT SEE THE RWY BECAUSE IT WAS AT OUR 4-5 O'CLOCK POS. I NOTICED A 25 KT TAILWIND AND AT ABOUT 3 MI FROM THE FINAL APCH COURSE; I WAS EXPECTING A R TURN FROM THE FO. AT 1 MI; I SAID 'YOU ARE GOING TO OVERSHOOT.' AT THAT POINT; THE FO REALIZED HE WAS LOOKING AT THE L SIDE INSTEAD OF THE R. HE DISCONNECTED THE AUTOPLT AND PUT THE ACFT INTO A 40 DEG R BANK TURN AND WE GOT THE BANK ANGLE WARNING. I CALLED TWR TO LET THEM KNOW THAT WE HAD THE OTHER ACFT IN SIGHT. WE CORRECTED BACK TO RWY 35R AND LANDED UNEVENTFULLY.

Data retrieved from NASA's ASRS site as of May 2009 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.