DC10 CREW HAD LESS THAN LEGAL SEPARATION WITH ACFT ON FINAL APCH COURSE.

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WE WERE BEING VECTORED TO AN ILS RWY 19R APCH AT AMS. HDG WAS APPROX 140 DEGS TRACKING TOWARD A POINT JUST N OF THE SPL VOR WHEN WE WERE GIVEN A DSCNT FROM 4500 FT TO 2000 FT. DURING THE DSCNT AND APPROX 4 MI NW OF SPL VOR; WE WERE TOLD TO TURN 'L TO N' WITH A SECOND CALL 'TIGHTEN UP THE TURN TO N.' DURING THE TURN WE WERE TOLD TO STOP THE DSCNT AT 2500 FT; WHICH WAS OUR ALT AT THE TIME. THIS MANEUVER PLACED US VERY CLOSE TO THE RWY 19R LOC TRACKING AT 2500 FT. WE WERE GIVEN A TURN TO 335 DEGS BUT BEFORE COMPLETING THE TURN WE GOT AN RA TELLING US TO CLB. AT 2800 FT THE CONFLICT WAS CLR. ALL CLRNCS WERE COMPLIED WITH IN A TIMELY MANNER AND THE EXPEDITED TURN WAS AT GREATER THAN STANDARD RATE. THE REST OF THE APCH WAS UNEVENTFUL. THE WIND WAS VERY STRONG FROM THE W. OUR GND SPD WAS APPROX 350 KTS. THE CTLR APPARENTLY WAS DISTR AND WAS LATE GIVING US A TURN TO DOWNWIND. BUT SINCE WE WERE PREVIOUSLY CLRED TO 2000 FT; A LATE TURN WAS BOUND TO CAUSE A CONFLICT WITH ACFT ON FINAL OR INTERCEPTING FROM THE E. I SUGGEST CTLRS DELAY DSCNT UNTIL ACFT IS ESTABLISHED ON DOWNWIND. CONTRIBUTING FACTORS: THE EVENTS LEADING TO THE RA INCLUDE: 1) EXTREMELY HIGH WINDS FROM THE W AT LOW ALTS. WE RECALL 65 KTS AT 2500 FT MSL. WE WERE ASSIGNED 220 KTS APCHING SPL. OUR GS WAS NEARLY 300 KTS (LOW ALT). 2) WE WERE DSNDING FROM FL450 TO 2000 FT ASSIGNED BELOW 2000 FT UNTIL ESTABLISHED ON DOWNWIND LEG. WE WERE IN VISUAL CONTACT WITH BOTH CONFLICTING ACFT. COLLISION WAS NOT EVEN A FACTOR.