Narrative:

My flight originate at pdx. ATIS indicated that there was flow control to sea. After the normal 10 min delay we were released and took off for bfi. Sea was down to 100' ceiling 1/2 mi visibility (RVR 4000). Sea was landing 34R (to the north). Bfi was landing ILS 13R (to south). After normal vectoring and slowing down, we were on ILS 13R as we arrived at nolla (OM) the controller vectored us off the localizer and proceeded to vector us through a holding pattern and back on to the 13R ILS. As we approached the OM (nolla) the controller reduced us to 150 KIAS. We complied. Actual indicated speed was approximately 147, but we had an 8 KT tailwind (according to the ATIS surface WX report). Boeing was landing to the south due to the fact, the only other approach available to us was localizer backcourse 31R and the WX minimums (as reported) would not allow us to see the airport before descending from MDA. The controller said that we did not slow down as rapidly as he needed us to so he vectored us around 1 more time (gave us a 360 degree turn, to be exact). He almost lost sep between a widebody transport off sea (taking off to north) and us (arriving to so). In the future when you must use this procedure it might be advisable to put boeing field on flow control, instead of turning a 35 min flight into 1 + 02 flight and creating an undue burden on the controller. Make definite slots for lndgs instead of depending on controller creativity to make holes. You could also send a group of aircraft to boeing, then a group of aircraft of sea so as not to conflict with each other. I do not believe it is fair to make traffic for an entire airport stop just so the airliners can make their schedule. We have schedules to keep too.

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Original NASA ASRS Text

Title: LTT LNDG S AT BFI VECTORED OUT OF PATH OF WDB TAKING OFF NORTHBOUND FROM SEA.

Narrative: MY FLT ORIGINATE AT PDX. ATIS INDICATED THAT THERE WAS FLOW CONTROL TO SEA. AFTER THE NORMAL 10 MIN DELAY WE WERE RELEASED AND TOOK OFF FOR BFI. SEA WAS DOWN TO 100' CEILING 1/2 MI VISIBILITY (RVR 4000). SEA WAS LNDG 34R (TO THE N). BFI WAS LNDG ILS 13R (TO S). AFTER NORMAL VECTORING AND SLOWING DOWN, WE WERE ON ILS 13R AS WE ARRIVED AT NOLLA (OM) THE CTLR VECTORED US OFF THE LOC AND PROCEEDED TO VECTOR US THROUGH A HOLDING PATTERN AND BACK ON TO THE 13R ILS. AS WE APCHED THE OM (NOLLA) THE CTLR REDUCED US TO 150 KIAS. WE COMPLIED. ACTUAL INDICATED SPD WAS APPROX 147, BUT WE HAD AN 8 KT TAILWIND (ACCORDING TO THE ATIS SURFACE WX RPT). BOEING WAS LNDG TO THE S DUE TO THE FACT, THE ONLY OTHER APCH AVAILABLE TO US WAS LOC BACKCOURSE 31R AND THE WX MINIMUMS (AS RPTED) WOULD NOT ALLOW US TO SEE THE ARPT BEFORE DSNDING FROM MDA. THE CTLR SAID THAT WE DID NOT SLOW DOWN AS RAPIDLY AS HE NEEDED US TO SO HE VECTORED US AROUND 1 MORE TIME (GAVE US A 360 DEG TURN, TO BE EXACT). HE ALMOST LOST SEP BTWN A WDB OFF SEA (TAKING OFF TO N) AND US (ARRIVING TO SO). IN THE FUTURE WHEN YOU MUST USE THIS PROC IT MIGHT BE ADVISABLE TO PUT BOEING FIELD ON FLOW CTL, INSTEAD OF TURNING A 35 MIN FLT INTO 1 + 02 FLT AND CREATING AN UNDUE BURDEN ON THE CTLR. MAKE DEFINITE SLOTS FOR LNDGS INSTEAD OF DEPENDING ON CTLR CREATIVITY TO MAKE HOLES. YOU COULD ALSO SEND A GROUP OF ACFT TO BOEING, THEN A GROUP OF ACFT OF SEA SO AS NOT TO CONFLICT WITH EACH OTHER. I DO NOT BELIEVE IT IS FAIR TO MAKE TFC FOR AN ENTIRE ARPT STOP JUST SO THE AIRLINERS CAN MAKE THEIR SCHEDULE. WE HAVE SCHEDULES TO KEEP TOO.

Data retrieved from NASA's ASRS site as of August 2007 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.