An A320 first officer complains of approach controller's technique in planning intercept angles for simultaneous parallel approachs that created overshoots of localizer course or TCASII RA's when flying an ILS approach to runway 35R into den, co.

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Attributes
ACN	552892
Time
Date	200207
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : den.airport
State Reference	CO
Altitude	msl single value : 2000
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	A320
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 35r other
Flight Phase	descent : approach
Route In Use	arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : d01.tracon
Make Model Name	Commercial Fixed Wing
Navigation In Use	ils localizer & glide slope : 35l
Flight Phase	descent : approach
Route In Use	arrival : on vectors
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 12500 flight time type : 2000
ASRS Report	552892
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : airborne less severe non adherence : published procedure non adherence : required legal separation other anomaly other other spatial deviation
Independent Detector	aircraft equipment : tcas other flight crewa
Resolutory Action	controller : issued new clearance other
Miss Distance	horizontal : 8000 vertical : 100
Supplementary
Problem Areas	Aircraft Airspace Structure Flight Crew Human Performance ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	other

Narrative:

We were being vectored for ILS runway 35R at dwn. Simultaneous approachs were being conducted to runway 35L. We were turned at a 90 degree intercept angle to runway 35R. The previous aircraft overshot the localizer and was reprimanded by the controller for overshooting with parallel approachs in progress. The other crew was not happy because of the sharp vector by ATC to final approach. We noticed our 90 degree vector to final and opposing traffic's vector to final and decided to take a visual approach to runway 35R because denver controller did not seem to be paying much attention to the closure rates. We disconnected the autoplt and turned immediately north as the RA sounded and began a climb, complying with the RA. I think if the controller staggered the approachs or turned traffic to final with an angle not as sharp, the RA would not have happened. The RA was based on closure rate and we 'never' overshot the localizer at any time.

Original NASA ASRS Text

Title: AN A320 FO COMPLAINS OF APCH CTLR'S TECHNIQUE IN PLANNING INTERCEPT ANGLES FOR SIMULTANEOUS PARALLEL APCHS THAT CREATED OVERSHOOTS OF LOC COURSE OR TCASII RA'S WHEN FLYING AN ILS APCH TO RWY 35R INTO DEN, CO.

Narrative: WE WERE BEING VECTORED FOR ILS RWY 35R AT DWN. SIMULTANEOUS APCHS WERE BEING CONDUCTED TO RWY 35L. WE WERE TURNED AT A 90 DEG INTERCEPT ANGLE TO RWY 35R. THE PREVIOUS ACFT OVERSHOT THE LOC AND WAS REPRIMANDED BY THE CTLR FOR OVERSHOOTING WITH PARALLEL APCHS IN PROGRESS. THE OTHER CREW WAS NOT HAPPY BECAUSE OF THE SHARP VECTOR BY ATC TO FINAL APCH. WE NOTICED OUR 90 DEG VECTOR TO FINAL AND OPPOSING TFC'S VECTOR TO FINAL AND DECIDED TO TAKE A VISUAL APCH TO RWY 35R BECAUSE DENVER CTLR DID NOT SEEM TO BE PAYING MUCH ATTN TO THE CLOSURE RATES. WE DISCONNECTED THE AUTOPLT AND TURNED IMMEDIATELY N AS THE RA SOUNDED AND BEGAN A CLB, COMPLYING WITH THE RA. I THINK IF THE CTLR STAGGERED THE APCHS OR TURNED TFC TO FINAL WITH AN ANGLE NOT AS SHARP, THE RA WOULD NOT HAVE HAPPENED. THE RA WAS BASED ON CLOSURE RATE AND WE 'NEVER' OVERSHOT THE LOC AT ANY TIME.

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.