An air carrier crew reports a poor vector to final approach that left them with an overshoot of final at too high an altitude and caused the tower concern with traffic separation from parallel runway traffic.

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Attributes
ACN	541251
Time
Date	200203
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : slc.airport
State Reference	UT
Altitude	msl single value : 8000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : s56.tracon
Operator	common carrier : air carrier
Make Model Name	B737-800
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : holding descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tower : slc.tower
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 120 flight time total : 20000 flight time type : 600
ASRS Report	541251
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 150 flight time total : 6900 flight time type : 200
ASRS Report	541252
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation non adherence : published procedure other anomaly other
Independent Detector	other controllerb other flight crewa other flight crewb
Resolutory Action	controller : issued advisory other
Supplementary
Problem Areas	ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Deviation Inter Facility Coordination Failure

Narrative:

Being vectored from the west for an approach to runway 16R, we were held at 8000 ft and given a vector 90 degrees to final (base right leg) so close to the final approach course that we overshot well past the runway 16R centerline with a full 30 degree bank turn. Upon switching to tower frequency, tower was already calling us advising that we had overshot and asked if we had received a TCASII alert from the commuter jet on final for runway 16L. We had received an RA showing the traffic 900 ft below us. By this time we were past the 161 degree heading and moving away from the traffic. Along with the overshoot, we had to s-turn to the west to accomplish a stabilized approach. Not only were we vectored too close so as to overshoot, we were very high.

Original NASA ASRS Text

Title: AN ACR CREW RPTS A POOR VECTOR TO FINAL APCH THAT LEFT THEM WITH AN OVERSHOOT OF FINAL AT TOO HIGH AN ALT AND CAUSED THE TWR CONCERN WITH TFC SEPARATION FROM PARALLEL RWY TFC.

Narrative: BEING VECTORED FROM THE W FOR AN APCH TO RWY 16R, WE WERE HELD AT 8000 FT AND GIVEN A VECTOR 90 DEGS TO FINAL (BASE R LEG) SO CLOSE TO THE FINAL APCH COURSE THAT WE OVERSHOT WELL PAST THE RWY 16R CTRLINE WITH A FULL 30 DEG BANK TURN. UPON SWITCHING TO TWR FREQ, TWR WAS ALREADY CALLING US ADVISING THAT WE HAD OVERSHOT AND ASKED IF WE HAD RECEIVED A TCASII ALERT FROM THE COMMUTER JET ON FINAL FOR RWY 16L. WE HAD RECEIVED AN RA SHOWING THE TFC 900 FT BELOW US. BY THIS TIME WE WERE PAST THE 161 DEG HDG AND MOVING AWAY FROM THE TFC. ALONG WITH THE OVERSHOOT, WE HAD TO S-TURN TO THE W TO ACCOMPLISH A STABILIZED APCH. NOT ONLY WERE WE VECTORED TOO CLOSE SO AS TO OVERSHOOT, WE WERE VERY HIGH.

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.