Narrative:

Descending to 6000 ft on the big sur 1 arrival, I saw aircraft lights about 10 mi to the right and told the copilot, 'looks like another join-up in the making.' we reported the field in sight and were cleared for the tipp-toe visual to runway 28. Approach then asked the traffic for the right if he had us in sight, and he said, 'affirmative.' he was cleared for the runway 28R visual. Approach asked us if we had the traffic for the right in sight and I said 'I see some lights. What type?' approach said, 'a 757.' I said, 'I don't want to be behind him.' approach replied, 'you'll be ahead of him because you are doing almost 100 KTS faster over the ground.' this statement was ludicrous. I was doing 250 KTS and the 757 was on a constant bearing. I turned left 2 mi early to intercept the runway 28L localizer because I saw a dangerous situation evolving. I maintained 250 KTS until the san mateo bridge, intercepted the localizer and the GS (1 DOT high), threw out the gear and flaps, and commenced a rapid deceleration to approach speed (139 KTS at 15 degree flaps). A heavy aircraft was just touching down on runway 28R and the wind was 310 degrees at 17 KTS. I intended to go around if the 757 was about to pass me. I landed long with a little extra speed. Either the controllers are unable to provide adequate separation without excessive pilot maneuvering/assistance, or they are striving for 'join-ups.' the mix of heavy, large, small, and the B757 into a field where the runway ctrlines are only 750 ft apart is courting disaster in the interest of capacity enhancement.

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Original NASA ASRS Text

Title: MLG CONCERNED ABOUT WAKE TURB FROM 757 MAINTAINS SPD AND SIDE STEPS EARLY.

Narrative: DSNDING TO 6000 FT ON THE BIG SUR 1 ARR, I SAW ACFT LIGHTS ABOUT 10 MI TO THE R AND TOLD THE COPLT, 'LOOKS LIKE ANOTHER JOIN-UP IN THE MAKING.' WE RPTED THE FIELD IN SIGHT AND WERE CLRED FOR THE TIPP-TOE VISUAL TO RWY 28. APCH THEN ASKED THE TFC FOR THE R IF HE HAD US IN SIGHT, AND HE SAID, 'AFFIRMATIVE.' HE WAS CLRED FOR THE RWY 28R VISUAL. APCH ASKED US IF WE HAD THE TFC FOR THE R IN SIGHT AND I SAID 'I SEE SOME LIGHTS. WHAT TYPE?' APCH SAID, 'A 757.' I SAID, 'I DON'T WANT TO BE BEHIND HIM.' APCH REPLIED, 'YOU'LL BE AHEAD OF HIM BECAUSE YOU ARE DOING ALMOST 100 KTS FASTER OVER THE GND.' THIS STATEMENT WAS LUDICROUS. I WAS DOING 250 KTS AND THE 757 WAS ON A CONSTANT BEARING. I TURNED L 2 MI EARLY TO INTERCEPT THE RWY 28L LOC BECAUSE I SAW A DANGEROUS SIT EVOLVING. I MAINTAINED 250 KTS UNTIL THE SAN MATEO BRIDGE, INTERCEPTED THE LOC AND THE GS (1 DOT HIGH), THREW OUT THE GEAR AND FLAPS, AND COMMENCED A RAPID DECELERATION TO APCH SPD (139 KTS AT 15 DEG FLAPS). A HVY ACFT WAS JUST TOUCHING DOWN ON RWY 28R AND THE WIND WAS 310 DEGS AT 17 KTS. I INTENDED TO GAR IF THE 757 WAS ABOUT TO PASS ME. I LANDED LONG WITH A LITTLE EXTRA SPD. EITHER THE CTLRS ARE UNABLE TO PROVIDE ADEQUATE SEPARATION WITHOUT EXCESSIVE PLT MANEUVERING/ASSISTANCE, OR THEY ARE STRIVING FOR 'JOIN-UPS.' THE MIX OF HVY, LARGE, SMALL, AND THE B757 INTO A FIELD WHERE THE RWY CTRLINES ARE ONLY 750 FT APART IS COURTING DISASTER IN THE INTEREST OF CAPACITY ENHANCEMENT.

Data retrieved from NASA's ASRS site as of July 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.