Narrative:

The first 'event' was during the day; after being handed off to vny tower. We were on vectors for a visual approach to runway 34L that day (unusual for vny; as they almost always land runway 16). We were following a falcon jet for the visual approach; and cleared for the approach following him on a left base to runway 34L. A little background info: vny visual approaches to runway 34L in a jet can be a bit tricky; especially at night; since there is terrain to the south by only about 3.5 miles; and generally speaking; jets should be lined up on final; established and stable at least 3 miles out. That said; as the falcon turned final (that we were following; on a left base); vny tower asked us to extend 1/2 mile through final and then re-intercept to make room for an immediate departure after the falcon landed. So we did. However; after doing the maneuver; which I had never done before; I realized it was unsafe. We are close in to the runway; low and slow; in a jet. That's not good. I figured the directions they gave me was uncommon; and he must have a flow window he's trying to make for the other guy on the ground; ready to depart. In retrospect; I should have turned down the clearance. My maneuvering was safe and fine; but in general; it's not a good idea to do that. Our landing was uneventful; and ATC thanked us for the help. Later that night as we were holding short of runway 34L there happened to be another jet on approach on about a 3 mile left base. ATC asked the airplane to extend 1 mile through final and then re-intercept final; which the pilot accepted. Then the tower controller asked us if we could accept an immediate departure; which having been through what I had done that morning; I declined.this seems to be a regular practice when landing runway 34L at vny even at night! To me; that's unacceptably dangerous to request jets; while low and slow and close in to the runway and terrain; to perform maneuvers like that - especially at night. I will no longer accept those types of clearances unless I have plenty of room and clearance from terrain. At other airports; that would be ok - you'd most like be 5 or more miles out; at a higher altitude/speed; and have more terrain clearance. I highly recommend someone with some authority call vny tower and work out a different procedure to aid in their traffic flow. I did call the tower a couple days later to tell them my concerns. I asked for a supervisor; but instead I was given the controller who issued the clearances to me. It was an amicable conversation; however his response to me was; 'well; you don't have to accept the clearance. You can turn it down and then we'll work it out.' true; but you should not be issuing unsafe clearances in the first place.

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Original NASA ASRS Text

Title: GV First Officer was asked by VNY Tower to fly through the final approach course and then turn back to the airport for departing traffic. The pilot complied; but felt this was an unsafe maneuver.

Narrative: The first 'event' was during the day; after being handed off to VNY Tower. We were on vectors for a Visual Approach to Runway 34L that day (unusual for VNY; as they almost always land Runway 16). We were following a Falcon Jet for the Visual Approach; and cleared for the approach following him on a left base to Runway 34L. A little background info: VNY Visual Approaches to Runway 34L in a jet can be a bit tricky; especially at night; since there is terrain to the South by only about 3.5 miles; and generally speaking; jets should be lined up on final; established and stable at LEAST 3 miles out. That said; as the Falcon turned final (that we were following; on a left base); VNY tower asked us to extend 1/2 mile through final and then re-intercept to make room for an immediate departure after the Falcon landed. So we did. However; after doing the maneuver; which I had never done before; I realized it was unsafe. We are close in to the runway; low and slow; in a jet. That's not good. I figured the directions they gave me was uncommon; and he must have a flow window he's trying to make for the other guy on the ground; ready to depart. In retrospect; I should have turned down the clearance. My maneuvering was safe and fine; but in general; it's not a good idea to do that. Our landing was uneventful; and ATC thanked us for the help. Later that night as we were holding short of Runway 34L there happened to be another jet on approach on about a 3 mile left base. ATC asked the airplane to extend 1 mile through final and then re-intercept final; which the pilot accepted. Then the Tower Controller asked us if we could accept an immediate departure; which having been through what I had done that morning; I declined.This seems to be a regular practice when landing Runway 34L at VNY even at night! To me; that's unacceptably dangerous to request jets; while low and slow and close in to the runway and terrain; to perform maneuvers like that - especially at night. I will no longer accept those types of clearances unless I have plenty of room and clearance from terrain. At other airports; that would be OK - you'd most like be 5 or more miles out; at a higher altitude/speed; and have more terrain clearance. I highly recommend someone with some authority call VNY Tower and work out a different procedure to aid in their traffic flow. I did call the tower a couple days later to tell them my concerns. I asked for a supervisor; but instead I was given the controller who issued the clearances to me. It was an amicable conversation; however his response to me was; 'well; you don't have to accept the clearance. You can turn it down and then we'll work it out.' True; but you should not be issuing unsafe clearances in the first place.

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.