Narrative:

Approximately 8 miles on visual final for 28R tower informed us that our gate would be occupied and that we would need to plan long landing and expedite to roll out to the end of runway 28R. My comment to the crew was I don't expedite anything with a [heavy] jet. I had my non-flying pilot select auto brakes 2 for a milder brake application and to assist in the longer landing roll out. As we rolled past D intersection tower then changed the clearance to exit at right intersection and hold short of 28L. I made a harder brake application brought the aircraft to within 10 kts to exit the 90-degree exit right and hold short of 28L. The reason for this [ASRS report] is: (1) gate occupancy/unavailability is becoming the norm in sfo causing a serious trend. (2) ATC is normalizing instructing heavy aircraft to expedite landing rolls and to keep their speed and inertia up to roll to the end of the runways.(3) ATC is using this normalization and assuming the aircraft will expedite and sequencing traffic behind at normal mileage for landing separation. This puts pressure for the aircraft on the runway and increases the go-around potential of the aircraft on short final.(4) [aircraft] flight manual sets 10 kts as the speed in which to make turns. On landing roll-out it is necessary to begin slowing in a timely manner to reduce to this speed.(5) the end of the runway can be slippery even when dry due to painted surfaces and rubberized tire marks causing an additional concern.(6) as we sat between the runways on right; waiting for our gate to open (approximately 15 minutes) we witnessed a B757 landing on runway 28L who was issued a roll-out-to-the-end clearance and expedite and exit at south. This aircraft passed us at least 50 KTS and really braked hard to make exit.

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Original NASA ASRS Text

Title: Air Carrier Captain reported on more than one occasion the landing instructions to the aircraft from the Tower are changed to accommodate the needs of this airport. The reporter gives examples/reasons for this report.

Narrative: Approximately 8 miles on visual final for 28R Tower informed us that our gate would be occupied and that we would need to plan long landing and expedite to roll out to the end of Runway 28R. My comment to the crew was I don't expedite anything with a [heavy] jet. I had my non-flying pilot select Auto brakes 2 for a milder brake application and to assist in the longer landing roll out. As we rolled past D intersection Tower then changed the clearance to exit at R intersection and hold short of 28L. I made a harder brake application brought the aircraft to within 10 kts to exit the 90-degree exit R and hold short of 28L. The reason for this [ASRS Report] is: (1) Gate occupancy/unavailability is becoming the norm in SFO causing a serious trend. (2) ATC is normalizing instructing heavy aircraft to expedite landing rolls and to keep their speed and inertia up to roll to the end of the runways.(3) ATC is using this normalization and assuming the aircraft will expedite and sequencing traffic behind at normal mileage for landing separation. This puts pressure for the aircraft on the runway and increases the go-around potential of the aircraft on short final.(4) [Aircraft] Flight Manual sets 10 kts as the speed in which to make turns. On landing roll-out it is necessary to begin slowing in a timely manner to reduce to this speed.(5) The end of the runway can be slippery even when dry due to painted surfaces and rubberized tire marks causing an additional concern.(6) As we sat between the runways on R; waiting for our gate to open (approximately 15 minutes) we witnessed a B757 landing on Runway 28L who was issued a roll-out-to-the-end clearance and expedite and exit at S. This aircraft passed us at least 50 KTS and really braked hard to make exit.

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.