ACR X NON ADHERENCE TO ATC CLRNC RECEIVED TCASII TA RA EVASIVE ACTION TAKEN HAD LTSS FROM ACR Y. PLTDEV. SYS ERROR.

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I WAS CTLING ACR X ON DOWNWIND ILS 27 AND ACR Y ON MODIFIED STRAIGHT-IN INTERCEPT ILS 27. ACR X GIVEN A TURN 170 DEGS AT 3000. ACR Y DSNDING TO 3000 HDG DIRECT FESTA INTXN ON RWY 27 LOC. ACR X DIDN'T APPEAR TO TURN AND AT ABOUT 5 MI APART I TOLD ACR X I NEED A TURN NOW AND TO CONTINUE TO 230 DEGS. ACR Y WAS TURNED AWAY FROM FESTA TO A HDG OF 200 DEGS TO DIVERGE FROM ACR X WHO WAS JUST BEGINNING TO TURN AT WHAT I'D CALL A STANDARD RATE. ACR Y WAS GIVEN IMMEDIATE CLB TO 4000 AND ACR X DSNDED TO 2000. A FACTOR SEEMS TO BE A SSW WIND AND MORE STANDARD RATE TURNS IN AN MLG ACFT. THE MLG'S IN GENERAL DO NOT USE LARGE OR STANDARD RATE TURNS UNLESS CONFIGURED. THEY APPEAR TO BE MORE CRITICAL WHEN CLEAN TO MAKE SHALLOW TURNS. THEY MAY NEED TO ADVISE CTLRS OF THIS OR START APPLYING FLAPS AT HIGHER SPDS IN TERMINAL AREAS WHEN PRECISE TURNS NECESSARY. HAD ACR X RETURNED AT A STANDARD RATE WHEN TURN WAS ISSUED THIS SITUATION WOULD NEVER HAVE OCCURRED. SUPPLEMENTAL INFO FROM ACN 195819: WHILE FLYING SECOND IN COMMAND ON ACR X; SEA-IAH; WE EXPERIENCED A NEAR MISS WITH ACR Y AT HOUSTON'S INTERCONTINENTAL ARPT. WHILE IN IMC CONDITIONS WE WERE INSTRUCTED TO TURN FROM A HDG OF 100 DEGS TO 190 DEGS VECTORS TO RWY 27 ILS. WHILE IN OUR TURN THE CTLR (APCH) INSTRUCTED US TO CONTINUE OUR TURN TO 230 DEG HDG AND INCREASE OUR RATE OF TURN (WE INCREASED FROM A 25 DEG BANK TO 30 DEG). OUR TCASII BEGAN TO GIVE A TA. ACR Y WAS ALSO BEING VECTORED BY THE SAME CTLR AND WE WERE THE ONLY W ACFT ON FREQ AS I RECALL. THINGS BEGAN TO HAPPEN VERY QUICKLY; AS WE WERE CLRED FROM 4000 FT MSL TO 3000 FT MSL IN OUR TURN AND AS WE APCHED 3000 FT THE CTLR URGENTLY CLRED US TO 2500 FT. WE BEGAN TO DSND OUT OF 3000 FT WHEN THE TCASII GAVE US AN RA TO CLB WHICH IS WHAT WE DID. THE CAPT CLBED TO 3500 FT MSL AT WHICH TIME THE TCASII SIGNIFIED A 'CLR OF CONFLICT.' WE THEN CONTINUED OUR DSCNT TO 2500 FT AND SUBSEQUENTLY COMPLETED THE ILS APCH TO RWY 27. IT WAS LATER EXPLAINED OVER THE TELEPHONE BY THE ATC SUPVR THAT BOTH ACR Y AND ACR X WERE BEING VECTORED TO THE SAME RWY AND THAT 'THERE MUST HAVE BEEN MORE WIND THAN EXPECTED.' SPEAKING TO THE CAPT OF ACR Y HE STATED THAT THE CTLR HAD KEPT HIM HIGH AND THEREFORE WHEN HE WAS CLRED FOR THE APCH TO RWY 27 HE HAD TO MAKE A RAPID DSCNT TO COMPLETE THE APCH WHICH REQUIRED A HIGHER THAN NORMAL AIRSPD AND INCREASING HIS GND SPD CREATING A FASTER CLOSURE RATE WITH OUR ACFT. THIS WAS MY SECOND NEAR MISS/MIDAIR AT HOUSTON. BOTH UNDER VERY SIMILAR CIRCUMSTANCES AND CONDITIONS. I AM AWARE OF THE FACT THAT THIS IS A TRAINING CENTER AND IS THEREFORE SUBJECT TO LESS EXPERIENCED CTLRS. I FEEL THERE NEEDS TO BE A COUPLE OF COURSES FOLLOWED: 1) MORE AND BETTER SUPERVISION OF NEWLY CERTIFIED CTLRS. 2) INSTEAD OF INCREASING OUR SPDS INTO A TCA TO 300-320 KTS; SLOW ALL TFC DOWN TO 250-270 KTS AND REQUESTING MORE SPACING BTWN ACFT OVER BUSY ARR GATES PRIOR TO ENTERING IAH AIRSPACE.