WHILE DSNDING ON VECTORS TO ATL; B767 CREW OVERSHOT FINAL AND CONFLICT WITH B727 ON A PARALLEL RWY.

Narrative

OUR ACFT WAS ON ARR FROM THE S. DUE TO LOWER TFC ON SAME ARR; OUR DSCNT WAS DELAYED. WE WERE HANDED OFF FROM ZTL TO ATL TRACON AT A HIGHER THAN NORMAL ALT. WE MADE A MAX RATE DSCNT WHEN DIRECTED BY TRACON; HOWEVER; WERE STILL HIGHER AND FASTER THAN NORMAL. WE WERE GIVEN A HDG OF 360 DEGS TOWARDS THE LOC FOR RWY 27L. A FREQ CHANGE WAS GIVEN TO US WHICH WE MADE AND SUBSEQUENTLY FOUND TO BE INCORRECT. THE CTLR ON THE PROPER FREQ GAVE US A TURN TO 270 DEGS TO INTERCEPT THE LOC RWY 27L. AT THAT TIME WE WERE ALREADY PAST THE LOC AND THE TURN CREATED A CONFLICT WITH A B727 MAKING AN APCH TO RWY 26R. THE RA CAUSED THE B727 TO DSND AND VECTORS WERE GIVEN TO SEPARATE THE ACFT. ATL TRACON INSTRUCTED US TO MAINTAIN VISUAL SEPARATION DURING THE EVENT; WHICH WE DID. MINIMUM SEPARATION WAS APPROX 500 FT AT 1.5 NM. SUPPLEMENTAL INFO FROM ACN 488235: THE PROB BEGAN AT ALT WITH LATE; INCREMENTAL; GO DOWN/SLOW DOWN CLRNCS. ONLY DROPPING THE LNDG GEAR COULD HAVE INCREASED OUR RATE OF DSCNT AND AT NO TIME DID THAT SEEM APPROPRIATE UNTIL WE SAW THE OTHER ACFT; AT WHICH TIME STAYING HIGH BECAME THE CLR COURSE OF ACTION. ZTL AND APCH CONSISTENTLY DO A SUPERB JOB; THEY ARE THE BEST I'VE WORKED WITH ANYWHERE IN THE WORLD. ON THIS OCCASION; THE MARGIN WAS REDUCED SOMEWHAT; BUT DID NOT BECOME A SERIOUS THREAT DUE TO THE APCH CTLR'S HELP AND MY FO'S SKILLFUL FLYING.