Narrative:

During arrival to mem; the crew was cleared direct to covim for expected visual to runway 27. Crew was told to slow to 160 knots approximately 15 miles from covim. While at 160; crew was asked if traffic; which was to our right (runway 27 was to our left; covim was directly ahead) and the airport was in sight. Crew advised approach that traffic and runway was in sight. Then ATC cleared us for the visual to runway 27; follow the traffic. Since the aircraft we were following was to our right and our current heading to the localizer was ahead of the traffic we were instructed to follow; it appeared we would intercept the localizer very close to the traffic we were suppose to follow. I do not know how fast our traffic was going. I estimate our heading at about 310 degrees as the aircraft to our right turned on to the localizer. The spacing looked very close; so to insure we would be behind the traffic we were suppose to follow I made a right turn of approximately 15 degrees which placed the nose of our aircraft behind the traffic we were instructed to follow. When the separation between the preceding aircraft appeared correct I began a left turn to intercept the localizer behind the traffic we were following. A moment later ATC called us and asked if we had made a turn to the right after being cleared the visual and were instructed to follow the other traffic. I answered yes! Next ATC said the traffic behind us was over taking us. I replied that we were instructed to maintain 160 knots speed. Now another voice came over ATC and this controller in a disturbed and strong tone said; when cleared the visual and to follow the traffic that I was not allowed to turn away from the airport and that I could slow down but not turn away from the airport and that all I needed was 3 miles separation from the traffic ahead. Well I did not turn away from the airport! My turn still had closure on the airport and at worst would parallel the airport yet I chose to say nothing to this controller on approach. I had now turned back and was about to intercept the localizer when approach directed a turn to the north; and said he was going to remove us from the approach and bring us back around to runway 27. We turned north and the traffic behind us was cleared the visual to runway 27; and then we were given a left turn back to the visual to runway 27. Although I wanted to confer with this gentleman on approach frequency and dispute his statements; the crew remained professional and following this event replied to all communications in a short and concise manner. It was obvious he was quite upset! It is my understanding that when I am cleared a visual for an approach and acknowledge that I have the traffic in sight; that it is now my responsibility and duty to insure separation and safety of the continued approach. I am unaware of any limit on making turns if I feel they are needed for safety or separation. In fact I can fly away from an airport when cleared a visual and instructed to follow traffic (assume you are abeam the airport; you fly down wind away from the airport and turn base and final behind the traffic you are following when you feel spacing is adequate! I now honestly feel ATC was attempting to maintain minimum separation (3 miles) for the new rcat procedures yet did not maintain responsibility after clearing me for the visual; and was upset that the traffic following me was over running me; thereby causing problems in the pattern. Due to the tone of the controller I am submitting this report to insure my explanation of the event is told and insure that this controller does not file a report contrary to this without challenge. Insure ATC understands that once he clears me for a visual; it is my responsibility to determine if I have adequate separation on preceding traffic and make adjustments accordingly.

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Original NASA ASRS Text

Title: Air Carrier landing MEM and cleared for a visual approach adjusted his flight track to follow traffic. The reporter was questioned by ATC and the flight crew informed the subject turn-away from the airport was not authorized.

Narrative: During arrival to MEM; the crew was cleared direct to COVIM for expected visual to Runway 27. Crew was told to slow to 160 knots approximately 15 miles from COVIM. While at 160; crew was asked if traffic; which was to our right (Runway 27 was to our left; COVIM was directly ahead) and the airport was in sight. Crew advised Approach that traffic and runway was in sight. Then ATC cleared us for the visual to Runway 27; follow the traffic. Since the aircraft we were following was to our right and our current heading to the localizer was ahead of the traffic we were instructed to follow; it appeared we would intercept the localizer very close to the traffic we were suppose to follow. I do not know how fast our traffic was going. I estimate our heading at about 310 degrees as the aircraft to our right turned on to the localizer. The spacing looked very close; so to insure we would be behind the traffic we were suppose to follow I made a right turn of approximately 15 degrees which placed the nose of our aircraft behind the traffic we were instructed to follow. When the separation between the preceding aircraft appeared correct I began a left turn to intercept the localizer behind the traffic we were following. A moment later ATC called us and asked if we had made a turn to the right after being cleared the visual and were instructed to follow the other traffic. I answered yes! Next ATC said the traffic behind us was over taking us. I replied that we were instructed to maintain 160 knots speed. Now another voice came over ATC and this Controller in a disturbed and strong tone said; when cleared the visual and to follow the traffic that I was not allowed to turn away from the airport and that I could slow down but not turn away from the airport and that all I needed was 3 miles separation from the traffic ahead. Well I did NOT turn away from the airport! My turn still had closure on the airport and at worst would parallel the airport yet I chose to say nothing to this Controller on approach. I had now turned back and was about to intercept the localizer when Approach directed a turn to the north; and said he was going to remove us from the approach and bring us back around to Runway 27. We turned north and the traffic behind us was cleared the visual to Runway 27; and then we were given a left turn back to the visual to Runway 27. Although I wanted to confer with this gentleman on Approach frequency and dispute his statements; the crew remained professional and following this event replied to all communications in a short and concise manner. It was obvious he was quite upset! It is my understanding that when I am cleared a visual for an approach and acknowledge that I have the traffic in sight; that it is now my responsibility and duty to insure separation and safety of the continued approach. I am unaware of any limit on making turns if I feel they are needed for safety or separation. In fact I can fly away from an airport when cleared a visual and instructed to follow traffic (assume you are abeam the airport; you fly down wind away from the airport and turn base and final behind the traffic you are following when you feel spacing is adequate! I now honestly feel ATC was attempting to maintain minimum separation (3 miles) for the new RCAT procedures yet did not maintain responsibility after clearing me for the visual; and was upset that the traffic following me was over running me; thereby causing problems in the pattern. Due to the tone of the Controller I am submitting this report to insure my explanation of the event is told and insure that this controller does not file a report contrary to this without challenge. Insure ATC understands that once he clears me for a visual; it is my responsibility to determine if I have adequate separation on preceding traffic and make adjustments accordingly.

Data retrieved from NASA's ASRS site as of July 2013 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.