ATCT controller has to ensure additional clearance is applied between a BA32 following a B757, and a B747 coming abeam for the other parallel runway. BA32 flight crew elected to go around. Tower controller perceived his actions had to be applied because TRACON had not ensured separation between all aircraft.

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Attributes
ACN	413603
Time
Date	199809
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : sfo
State Reference	CA
Altitude	msl bound lower : 1800 msl bound upper : 1800
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	tower : sfo
Operator	common carrier : air carrier
Make Model Name	Jetstream 32
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	descent : approach descent other
Route In Use	approach : visual arrival other
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	B757 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	descent : approach descent other
Route In Use	arrival other
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : local
Qualification	controller : radar
Experience	controller non radar : 2 controller radar : 8
ASRS Report	413603
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Inter Facility Coordination Failure other

Narrative:

A B757, aircraft Y, was on a 3 mi final for runway 28R at sfo. A BA32, aircraft X, was 2 1/2 mi behind B757 indicating 30 KTS greater airspeed than B757 when the BA32 contacted sfo tower. A B747, aircraft Z, was approximately 1/2 mi behind and to the left of the BA32 on a visual approach for runway 28L. I advised the BA32 that they must maintain visual separation with the B757, 2 1/2 mi ahead, caution wake turbulence. I also advised them of the faster B747 behind and to their left for the parallel runway. I also advised them that they must increase airspeed to stay ahead of the heavy B747. The pilot of the BA32 elected to go around. This was a potentially dangerous situation for the BA32 because of the wake turbulence. This was a situation where bay approach turned aircraft over to sfo ATCT without ensuring separation.

Original NASA ASRS Text

Title: ATCT CTLR HAS TO ENSURE ADDITIONAL CLRNC IS APPLIED BTWN A BA32 FOLLOWING A B757, AND A B747 COMING ABEAM FOR THE OTHER PARALLEL RWY. BA32 FLC ELECTED TO GAR. TWR CTLR PERCEIVED HIS ACTIONS HAD TO BE APPLIED BECAUSE TRACON HAD NOT ENSURED SEPARATION BTWN ALL ACFT.

Narrative: A B757, ACFT Y, WAS ON A 3 MI FINAL FOR RWY 28R AT SFO. A BA32, ACFT X, WAS 2 1/2 MI BEHIND B757 INDICATING 30 KTS GREATER AIRSPD THAN B757 WHEN THE BA32 CONTACTED SFO TWR. A B747, ACFT Z, WAS APPROX 1/2 MI BEHIND AND TO THE L OF THE BA32 ON A VISUAL APCH FOR RWY 28L. I ADVISED THE BA32 THAT THEY MUST MAINTAIN VISUAL SEPARATION WITH THE B757, 2 1/2 MI AHEAD, CAUTION WAKE TURB. I ALSO ADVISED THEM OF THE FASTER B747 BEHIND AND TO THEIR L FOR THE PARALLEL RWY. I ALSO ADVISED THEM THAT THEY MUST INCREASE AIRSPD TO STAY AHEAD OF THE HVY B747. THE PLT OF THE BA32 ELECTED TO GAR. THIS WAS A POTENTIALLY DANGEROUS SIT FOR THE BA32 BECAUSE OF THE WAKE TURB. THIS WAS A SIT WHERE BAY APCH TURNED ACFT OVER TO SFO ATCT WITHOUT ENSURING SEPARATION.

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.