Narrative:

This was the first flight; of my second week of IOE (initial operating experience) on the latitude. My 4th takeoff/landing at the controls; in the airplane. We ferried from ZZZ to sfo and we were being vectored for the tipp toe visual to runway 28L. We were approximately 6 nm behind landing traffic and slightly behind and abeam landing traffic on runway 28R. Approaching the san mateo bridge FAF I started to reduce speed from 160 KIAS and ask for landing configuration. At approximately 1 nm final; sfo tower advised us to take the first available right turn; even if it was a runway (1L/1R); as we had landing traffic behind us. This was a heavy. I was on speed and well within the stabilized approach criteria. When I touched down; after floating a little; I deployed the speed brakes and started braking as I was deploying the thrust reversers. The aircraft felt as though there would have been a shimmy; so I released the brakes until they smoothed out. During the rollout; tower again asked for the first available right turn. After the transfer of controls; the first available turn off was onto runway 1L. Before we cleared runway 28L; tower instructed the landing heavy to go-around. After being issued taxi instructions and before being handed off to the ground controller; the tower controller; got in his parting shot of (or something similar) 'next time; when I tell you to clear the runway; you clear the runway.' we contacted ground control and taxied without further incident.I really don't know what to add. As with any incident that (potentially) affects safety; there are a multitude of factors that lead to the one occurrence. I was new in the plane and not quite 'in the groove' with the landing performance/handling characteristics of the airplane. Most every single one of my landings in sfo previously; on the 28's; it is expected that you keep as much forward momentum until crossing the 1's before exiting the runway; so that the departures on runway 1L/right are minimally delayed. Combined the above facts; with the slight float on my part; the transfer of controls prior to exiting; we cleared where we did...which is earlier than the typical landing in sfo. One area where I could have slightly improved the situation is I slowed a little early; for landing configuration. I was no more than 1-1.5 nm from the san mateo bridge/FAF when I slowed from our assigned speed of 160 KIAS. Where I sat; it seemed as though the controller put a heavy in a little close behind a corporate jet latitude and we were expected to fix his mistake.

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Original NASA ASRS Text

Title: Corporate jet First Officer reported being instructed by SFO Tower to clear runway as soon as possible due to the proximity of a landing Heavy aircraft behind them.

Narrative: This was the first flight; of my second week of IOE (Initial Operating Experience) on the Latitude. My 4th takeoff/landing at the controls; in the airplane. We ferried from ZZZ to SFO and we were being vectored for the Tipp Toe visual to Runway 28L. We were approximately 6 nm behind landing traffic and slightly behind and abeam landing traffic on Runway 28R. Approaching the San Mateo Bridge FAF I started to reduce speed from 160 KIAS and ask for landing configuration. At approximately 1 nm final; SFO Tower advised us to take the first available right turn; even if it was a runway (1L/1R); as we had landing traffic behind us. This was a Heavy. I was on speed and well within the stabilized approach criteria. When I touched down; after floating a little; I deployed the speed brakes and started braking as I was deploying the thrust reversers. The aircraft felt as though there would have been a shimmy; so I released the brakes until they smoothed out. During the rollout; Tower again asked for the first available right turn. After the transfer of controls; the first available turn off was onto Runway 1L. Before we cleared Runway 28L; Tower instructed the landing Heavy to go-around. After being issued taxi instructions and before being handed off to the Ground Controller; the Tower Controller; got in his parting shot of (or something similar) 'Next time; when I tell you to clear the runway; you clear the runway.' We contacted Ground Control and taxied without further incident.I really don't know what to add. As with any incident that (potentially) affects safety; there are a multitude of factors that lead to the one occurrence. I was new in the plane and not quite 'in the groove' with the landing performance/handling characteristics of the airplane. Most every single one of my landings in SFO previously; on the 28's; it is expected that you keep as much forward momentum until crossing the 1's before exiting the runway; so that the departures on Runway 1L/R are minimally delayed. Combined the above facts; with the slight float on my part; the transfer of controls prior to exiting; we cleared where we did...which is earlier than the typical landing in SFO. One area where I could have slightly improved the situation is I slowed a little early; for landing configuration. I was no more than 1-1.5 nm from the San Mateo Bridge/FAF when I slowed from our assigned speed of 160 KIAS. Where I sat; it seemed as though the Controller put a Heavy in a little close behind a Corporate jet Latitude and we were expected to fix his mistake.

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.