Narrative:

While on approach to cleveland airport, ATC instructed us to maintain maximum forward speed. We did so and then after leveling at 4000 ft we were instructed to reduce to 170 KTS. However, while we were slowing we were instructed to look for a B737 to follow. This aircraft was only 2 mi ahead. It appeared that this aircraft had already configured for the approach and was reduced to final approach speed. In order to maintain visual separation with that aircraft we reduced to final and was able to maintain approximately 2 1/2 mi. However, the WX at the time started to deteriorate to marginal VFR. Aircraft behind us were receiving full ATC clearance. It should be noted that on TCASII the aircraft behind us was following at 2 mi separation. They were then instructed to sidestep to runway 23R. They then advised ATC that the vectors, separation, and ATC was doing a poor job and they couldn't because they were unable to see us or the runway. Then approximately 20-30 seconds later they had the airport and were able to sidestep to keep everything working for ATC. The whole situation was an ATC problem that could have been prevented using proper separation and giving full instrument approach clrncs in marginal VFR. It also should be noted that the tower controller in response to an aircraft following us said approach was having a haphazard final today. It is my understanding that cleveland approach/departure is an ATC training facility. I personally believe that this should be moved somewhere where an air carrier hub is not located. On several occasions the ATC facility at cleveland provides poor vectors and clrncs and the pilots seem to take up the slack by pushing themselves and aircraft to comply with terrible clrncs.

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Original NASA ASRS Text

Title: APPARENT LOSS OF SEPARATION BY APCH CTL BTWN RPTR'S E120 AND A PRECEDING B737 AS WELL AS A SUCCEEDING ACFT PRIOR TO VISUAL SEPARATION BEING APPLIED.

Narrative: WHILE ON APCH TO CLEVELAND ARPT, ATC INSTRUCTED US TO MAINTAIN MAX FORWARD SPD. WE DID SO AND THEN AFTER LEVELING AT 4000 FT WE WERE INSTRUCTED TO REDUCE TO 170 KTS. HOWEVER, WHILE WE WERE SLOWING WE WERE INSTRUCTED TO LOOK FOR A B737 TO FOLLOW. THIS ACFT WAS ONLY 2 MI AHEAD. IT APPEARED THAT THIS ACFT HAD ALREADY CONFIGURED FOR THE APCH AND WAS REDUCED TO FINAL APCH SPD. IN ORDER TO MAINTAIN VISUAL SEPARATION WITH THAT ACFT WE REDUCED TO FINAL AND WAS ABLE TO MAINTAIN APPROX 2 1/2 MI. HOWEVER, THE WX AT THE TIME STARTED TO DETERIORATE TO MARGINAL VFR. ACFT BEHIND US WERE RECEIVING FULL ATC CLRNC. IT SHOULD BE NOTED THAT ON TCASII THE ACFT BEHIND US WAS FOLLOWING AT 2 MI SEPARATION. THEY WERE THEN INSTRUCTED TO SIDESTEP TO RWY 23R. THEY THEN ADVISED ATC THAT THE VECTORS, SEPARATION, AND ATC WAS DOING A POOR JOB AND THEY COULDN'T BECAUSE THEY WERE UNABLE TO SEE US OR THE RWY. THEN APPROX 20-30 SECONDS LATER THEY HAD THE ARPT AND WERE ABLE TO SIDESTEP TO KEEP EVERYTHING WORKING FOR ATC. THE WHOLE SIT WAS AN ATC PROB THAT COULD HAVE BEEN PREVENTED USING PROPER SEPARATION AND GIVING FULL INST APCH CLRNCS IN MARGINAL VFR. IT ALSO SHOULD BE NOTED THAT THE TWR CTLR IN RESPONSE TO AN ACFT FOLLOWING US SAID APCH WAS HAVING A HAPHAZARD FINAL TODAY. IT IS MY UNDERSTANDING THAT CLEVELAND APCH/DEP IS AN ATC TRAINING FACILITY. I PERSONALLY BELIEVE THAT THIS SHOULD BE MOVED SOMEWHERE WHERE AN ACR HUB IS NOT LOCATED. ON SEVERAL OCCASIONS THE ATC FACILITY AT CLEVELAND PROVIDES POOR VECTORS AND CLRNCS AND THE PLTS SEEM TO TAKE UP THE SLACK BY PUSHING THEMSELVES AND ACFT TO COMPLY WITH TERRIBLE CLRNCS.

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.