A319
Flight Crew Air Transport Pilot (ATP)
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance
Human Factors; Procedure; Weather
I was the pilot monitoring; Captain was pilot flying. We were on a right downwind for 10L ORD. We were assigned a 360 heading for our right base leg. At 4;000 ft. Assigned 210 kts. We had the field in sight. We were then assigned a 100 heading to join final; and cleared the visual approach. The turn to the 100 heading was late and we over shot the localizer course to the north. Winds at 4000 feet were 190 degrees/50 kts; so we had a 50 knot tail wind while on our base leg. The wind and very late ATC assigned turn to 100 degrees caused the over shoot. The turn was assigned so late that we ended up over the final course for 9R. We were in the process of correcting ATCs bad vector since we had been cleared the visual. However there was an aircraft on final for 9R. Because of the late turn assigned by ATC we ended up 400-500 directly above the aircraft on final for 9R. The captain turned off the autopilot to tighten up our correcting turn back to 10L final approach course. We then received a resolution advisory (RA) saying 'adjust vertical speed'. Captain followed the RA which was just to maintain a descent of 0-500 fpm down. We were issued a traffic alert by ATC for the traffic on final for 9R only after we were over the aircraft. I had a visual on the aircraft the whole time. The late vector; winds aloft; and late traffic alert by ATC put us in this position. The captain responded to the RA per SOP and turned off the autopilot to correct our course as best we could.
As the pilot flying; I was occupied inside the cockpit with rapid fire heading; altitude; and airspeed changes and arming of the approach as we were somewhat slam dunked. As such I did not immediately notice until the First Officer (FO) pointed it out that we had gone through the localizer to the point that we were infringing on the approach path to 9R. He commented that I was going to need to steepen the bank over what the auto pilot was giving us and said there was traffic right below us. When I looked up I saw that we were lined up with a runway; which for a moment I thought was 10L. The FO said I needed to get to the right that traffic was right below us and pointed it out. I never did see it; but disconnected the auto pilot and manually steepened the bank to get back over to 10L after which we completed the approach and landed. While over the traffic; we got an RA to monitor vertical speed which was easily complied with by just arresting our descent until the turn to the right was initiated.I honestly don't know what I could have done differently to prevent this other than to have just shut off the automation immediately when we were given the high tight base turn because I made all the inputs in a timely manner. There was just not enough time to make them and have the aircraft respond quickly enough as we were descending; slowing; and configuring as fast as we were able. A heads up to expect a short approach would be helpful. Sometimes you rush to descend and then they fly you downwind 15 miles which is very wasteful. There was a significant tailwind on base which probably caught me and atc off guard.
A319 flight crew reports a late ATC assigned turn to final resulting in an overshoot into the approach path for the adjacent runway and a TCAS RA to avoid the traffic directly below. The Captain is able to comply with the RA; get back on course and land safely. A 50 knot direct crosswind at altitude was a large factor in the incident.