Narrative:

We were being vectored for an ILS to 27L at ord, simultaneous approachs to both 27's were in progress. The controller was very busy and I felt that he was having some trouble positioning us. We were slowed to 150 KTS, which was close to our minimum approach speed, and issued a vector which placed us on a very sharp intercept angle. Our approach clearance was given close to the localizer with a request for a 'good rate of turn.' the first officer was flying and in an effort to accommodate the controller, and not overshoot the localizer, he rolled rapidly into a 30 degree bank. At this point, I noticed a rate of sink develop which I immediately brought to the attention of the first officer. He corrected quickly but a momentary altitude deviation of somewhat less that 200 ft occurred. Traffic was intercepting the parallel localizer at this time and as our intercept angle was quite sharp we received a TA. This, of course, was distracting and may have been a factor in the sink rate developing. I believe that our handling by approach control was a significant factor, and in retrospect, I should have taken the aircraft immediately rather than verbally noting our sink rate to the first officer. Other factors included IMC conditions with icing, and a gusty 14 KT wind at the surface. To my knowledge, no conflict occurred, however, this is an excellent example of the type of overload situation which occurs regularly at ord.

Related reports:

Google
 

Original NASA ASRS Text

Title: RPTR COMPLAINS OF APCH CTLR TECHNIQUE ATC IN RADAR VECTORING FOR SIMULTANEOUS ILS APCH PROC AND THE PROX TO ARR SAME DIRECTION TFC.

Narrative: WE WERE BEING VECTORED FOR AN ILS TO 27L AT ORD, SIMULTANEOUS APCHS TO BOTH 27'S WERE IN PROGRESS. THE CTLR WAS VERY BUSY AND I FELT THAT HE WAS HAVING SOME TROUBLE POSITIONING US. WE WERE SLOWED TO 150 KTS, WHICH WAS CLOSE TO OUR MINIMUM APCH SPD, AND ISSUED A VECTOR WHICH PLACED US ON A VERY SHARP INTERCEPT ANGLE. OUR APCH CLRNC WAS GIVEN CLOSE TO THE LOC WITH A REQUEST FOR A 'GOOD RATE OF TURN.' THE FO WAS FLYING AND IN AN EFFORT TO ACCOMMODATE THE CTLR, AND NOT OVERSHOOT THE LOC, HE ROLLED RAPIDLY INTO A 30 DEG BANK. AT THIS POINT, I NOTICED A RATE OF SINK DEVELOP WHICH I IMMEDIATELY BROUGHT TO THE ATTN OF THE FO. HE CORRECTED QUICKLY BUT A MOMENTARY ALT DEV OF SOMEWHAT LESS THAT 200 FT OCCURRED. TFC WAS INTERCEPTING THE PARALLEL LOC AT THIS TIME AND AS OUR INTERCEPT ANGLE WAS QUITE SHARP WE RECEIVED A TA. THIS, OF COURSE, WAS DISTRACTING AND MAY HAVE BEEN A FACTOR IN THE SINK RATE DEVELOPING. I BELIEVE THAT OUR HANDLING BY APCH CTL WAS A SIGNIFICANT FACTOR, AND IN RETROSPECT, I SHOULD HAVE TAKEN THE ACFT IMMEDIATELY RATHER THAN VERBALLY NOTING OUR SINK RATE TO THE FO. OTHER FACTORS INCLUDED IMC CONDITIONS WITH ICING, AND A GUSTY 14 KT WIND AT THE SURFACE. TO MY KNOWLEDGE, NO CONFLICT OCCURRED, HOWEVER, THIS IS AN EXCELLENT EXAMPLE OF THE TYPE OF OVERLOAD SIT WHICH OCCURS REGULARLY AT ORD.

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.