Narrative:

Approach into toronto for ILS runway 24R; after runway change from 33L; captain [was] flying. After planning and preparing to land on runway 33L; new ATIS and arrival approach into cyyz now landing 24R. Winds were previously 330/18g25; then 290/18. Toronto approach stacking arrivals in very tight with their runway change and asking for the usual maneuvers (expedite descent from 5;000 ft to 3;000 ft and slow to 180 KTS; when the aircraft is 220 KTS and 5;000 ft assigned by previous controller and turning left to heading 310 between marod and dekni). Ok; I ask for gear down; speedbrakes out; flaps 5; this is still do-able but not what we planned for. On final now; with tower; we are following a B-757; minimum separation asked to keep our speed up; but after landing take first available high speed; C-2 (so flaps 40 are used). Approach is stable; but now we are encountering wake turbulence; or windshear or both. On a previous as soon as possible; I had a gatekeeper call about a flap overspeed in gusty conditions so I elected to land with flaps 30; for better aircraft controllability; and flap exceedance avoidance. This last minute flap change occurred close to 1;000 ft afe. At some time after the flap change was completed; I recall seeing 1;420 in the altitude window (24R tdze 546) so re-configuration occurred above 1;420 MSL; but nonetheless close. Remainder of approach stable; but gusty and working it right to touchdown (added a good amount of power; and raised the nose with flaps changing from 40 to 30) and reset MCP speed to flaps 30vref + 5 KTS; no big deal. Exited C-4 instead of C-2; tower again asking us to expedite so aircraft following us didn't have to go-around; he didn't; and all worked out. I have yet to fly an approach into cyyz (toronto) where from the time we received the last most current ATIS and planned for the approach; landing; runway distance; and turn off on the runway in use; it did not change to an entirely different runway. Approach control asking for the slow down; and expedite descent simultaneously; along with tower asking for 'keep your speed up; but take the first available exit and expedite the runway' clearances are becoming notorious in cyyz. This is going to end badly for someone. On a previous flight into cyyz during one of their last minute runway changes; [another] pilot informed approach they were now clearing flights for approaches and landings to the new runway and that current weather was below minimums for the new runway. So they changed it again; to another runway; all in about 5 minutes. As for myself; if fuel is not a consideration; I am going to start exercising the 'go-around' option with greater frequency; rather than try to make something good out of something bad.

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Original NASA ASRS Text

Title: Air carrier Captain expressed criticism of the way CYYZ handles inbound aircraft.

Narrative: Approach into Toronto for ILS Runway 24R; after runway change from 33L; Captain [was] flying. After planning and preparing to land on Runway 33L; new ATIS and arrival approach into CYYZ now landing 24R. Winds were previously 330/18G25; then 290/18. Toronto Approach stacking arrivals in very tight with their runway change and asking for the usual maneuvers (expedite descent from 5;000 FT to 3;000 FT and slow to 180 KTS; when the aircraft is 220 KTS and 5;000 FT assigned by previous Controller and turning left to HDG 310 between MAROD and DEKNI). OK; I ask for gear down; speedbrakes out; flaps 5; this is still do-able but not what we planned for. On final now; with Tower; we are following a B-757; minimum separation asked to keep our speed up; but after landing take first available high speed; C-2 (so flaps 40 are used). Approach is stable; but now we are encountering wake turbulence; or windshear or both. On a previous ASAP; I had a gatekeeper call about a flap overspeed in gusty conditions so I elected to land with flaps 30; for better aircraft controllability; and flap exceedance avoidance. This last minute flap change occurred close to 1;000 FT AFE. At some time after the flap change was completed; I recall seeing 1;420 in the altitude window (24R TDZE 546) so re-configuration occurred above 1;420 MSL; but nonetheless close. Remainder of approach stable; but gusty and working it right to touchdown (added a good amount of power; and raised the nose with flaps changing from 40 to 30) and reset MCP speed to flaps 30vref + 5 KTS; no big deal. Exited C-4 instead of C-2; Tower again asking us to expedite so aircraft following us didn't have to go-around; he didn't; and all worked out. I have yet to fly an approach into CYYZ (Toronto) where from the time we received the last most current ATIS and planned for the approach; landing; runway distance; and turn off on the runway in use; it did not change to an entirely different runway. Approach Control asking for the slow down; and expedite descent simultaneously; along with Tower asking for 'keep your speed up; but take the first available exit and expedite the runway' clearances are becoming notorious in CYYZ. This is going to end badly for someone. On a previous flight into CYYZ during one of their last minute runway changes; [another] pilot informed Approach they were now clearing flights for approaches and landings to the new runway and that current weather was below minimums for the new runway. So they changed it again; to another runway; all in about 5 minutes. As for myself; if fuel is not a consideration; I am going to start exercising the 'go-around' option with greater frequency; rather than try to make something good out of something bad.

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.