Narrative:

We were on an extremely short flight from sjc to ZZZ. San jose tower held us at the end of runway 30L until traffic flow allowed us to basically fly directly to sfo; runway 28R; straight in vectoring. During the visual approach to runway 28R; tower advised us of an aircraft Y lining up on the ILS 28L localizer. Aircraft Y was also advised about our location. He was initially 2;000 ft MSL above us and on our TCAS system on board. Problem was; aircraft Y was on top and needed to descend through a thin layer to get the runway in sight. We were in very close proximity; horizontally; and both lined up on the localizer system for our individual localizers. ATC needed to slow us to 180 KTS; and advised us 'not to pass to the [air carrier]'. By now; aircraft Y had came through the cloud base and was in sight visually. He was still above us and descending on profile with the ILS 28L guidance system. At about 2;000 ft AGL; we received the RA to descend. Aircraft Y was entering our protected area; according to our on-board GPWS system. The carrier was in-sight the entire time of the RA event. I adjusted our speed and altitude as necessary to maintain a comfort zone; to stay out of the wake at low speed; low altitude. ATC around the world have lost touch with the proper vectoring of simultaneous runway procedures. This carrier should never have been above our aircraft; especially; ahead of our location descending and as close as we were on the approach. The only thing that saved us from the possibility of an unwanted violent roll command might have been the offset wind (290/12g16) at the time. And most definitely; the fact that I kept adjusting the speed to stay just ahead of his wake; almost disregarding tower's wishes for us to slow and enter the carriers wake at slow airspeed. We were nearly in formation all the way down the shoot. Small business jets don't like large aircraft wake.

Related reports:

Google
 

Original NASA ASRS Text

Title: Pilot reports of a procedure he didn't like inbound from SJC to SFO. Complained controllers have lost touch with vectoring of simultaneous runway procedures.

Narrative: We were on an extremely short flight from SJC to ZZZ. San Jose Tower held us at the end of Runway 30L until Traffic flow allowed us to basically fly directly to SFO; Runway 28R; straight in vectoring. During the visual approach to Runway 28R; Tower advised us of an Aircraft Y lining up on the ILS 28L localizer. Aircraft Y was also advised about our location. He was initially 2;000 FT MSL above us and on our TCAS system on board. Problem was; Aircraft Y was on top and needed to descend through a thin layer to get the runway in sight. We were in very close proximity; horizontally; and both lined up on the localizer system for our individual localizers. ATC needed to slow us to 180 KTS; and advised us 'not to pass to the [Air Carrier]'. By now; Aircraft Y had came through the cloud base and was in sight visually. He was still above us and descending on profile with the ILS 28L guidance system. At about 2;000 FT AGL; we received the RA to descend. Aircraft Y was entering our protected area; according to our on-board GPWS system. The Carrier was in-sight the entire time of the RA event. I adjusted our speed and altitude as necessary to maintain a comfort zone; to stay out of the wake at low speed; low altitude. ATC around the world have lost touch with the proper vectoring of simultaneous runway procedures. This carrier should never have been above our aircraft; especially; ahead of our location descending and as close as we were on the approach. The only thing that saved us from the possibility of an unwanted violent roll command might have been the offset wind (290/12G16) at the time. And most definitely; the fact that I kept adjusting the speed to stay just ahead of his wake; almost disregarding Tower's wishes for us to slow and enter the carriers wake at slow airspeed. We were nearly in formation all the way down the shoot. Small business jets don't like large aircraft wake.

Data retrieved from NASA's ASRS site 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.