Narrative:

On vector for lda runway 12L approach, approach control directed speed of 170 KTS on base leg. The vector to intercept final came so late it required over 40 degrees of bank to avoid overshooting. We were exactly matched to another aircraft on the parallel approach making it critical that we did not overshoot. We were IMC at the time as was the other aircraft which was never pointed out but was obvious on the TCASII display. We continued the approach descending in IMC within 1/4 mi of parallel traffic. Crosswind on final was over 15 KTS and gusty. On short final tower cleared a B727 for takeoff in front of us. Spacing was so tight I had to hold the airplane off the runway until 3000 ft down to avoid touching down before the B727 lifted off. Tower then pushed us to clear the runway immediately while we were still decelerating through 100 KTS. This is a typical arrival at stl and is dangerous. Approach control should stagger arrs on the parallel runways since they are so close together and should build larger gaps to allow adequate spacing for departures. A go around in this case would have been more dangerous than accepting a long touchdown. This needs to be addressed immediately before a midair occurs. Callback conversation with reporter revealed the following information: the reporter states that the tower manager was not very receptive to his complaints about the way his flight was handled. The tower's position seemed to be 'we did everything that the book requires.' the reporter states that there has been a recent ground collision at stl. He also states that it is his opinion that ATC may be using 'rule book' handling as a means to highlight the need for new runway construction at stl.

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Original NASA ASRS Text

Title: FK10 CREW COMES IN CLOSE PROX TO OTHER ACFT DUE TO LATE TURN ON TO FINAL IN IMC ON ARR AT STL, THEN HEARS B727 CLRED FOR TKOF ON SAME RWY WHEN CLOSE IN ON APCH.

Narrative: ON VECTOR FOR LDA RWY 12L APCH, APCH CTL DIRECTED SPD OF 170 KTS ON BASE LEG. THE VECTOR TO INTERCEPT FINAL CAME SO LATE IT REQUIRED OVER 40 DEGS OF BANK TO AVOID OVERSHOOTING. WE WERE EXACTLY MATCHED TO ANOTHER ACFT ON THE PARALLEL APCH MAKING IT CRITICAL THAT WE DID NOT OVERSHOOT. WE WERE IMC AT THE TIME AS WAS THE OTHER ACFT WHICH WAS NEVER POINTED OUT BUT WAS OBVIOUS ON THE TCASII DISPLAY. WE CONTINUED THE APCH DSNDING IN IMC WITHIN 1/4 MI OF PARALLEL TFC. XWIND ON FINAL WAS OVER 15 KTS AND GUSTY. ON SHORT FINAL TWR CLRED A B727 FOR TKOF IN FRONT OF US. SPACING WAS SO TIGHT I HAD TO HOLD THE AIRPLANE OFF THE RWY UNTIL 3000 FT DOWN TO AVOID TOUCHING DOWN BEFORE THE B727 LIFTED OFF. TWR THEN PUSHED US TO CLR THE RWY IMMEDIATELY WHILE WE WERE STILL DECELERATING THROUGH 100 KTS. THIS IS A TYPICAL ARR AT STL AND IS DANGEROUS. APCH CTL SHOULD STAGGER ARRS ON THE PARALLEL RWYS SINCE THEY ARE SO CLOSE TOGETHER AND SHOULD BUILD LARGER GAPS TO ALLOW ADEQUATE SPACING FOR DEPS. A GAR IN THIS CASE WOULD HAVE BEEN MORE DANGEROUS THAN ACCEPTING A LONG TOUCHDOWN. THIS NEEDS TO BE ADDRESSED IMMEDIATELY BEFORE A MIDAIR OCCURS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATES THAT THE TWR MGR WAS NOT VERY RECEPTIVE TO HIS COMPLAINTS ABOUT THE WAY HIS FLT WAS HANDLED. THE TWR'S POS SEEMED TO BE 'WE DID EVERYTHING THAT THE BOOK REQUIRES.' THE RPTR STATES THAT THERE HAS BEEN A RECENT GND COLLISION AT STL. HE ALSO STATES THAT IT IS HIS OPINION THAT ATC MAY BE USING 'RULE BOOK' HANDLING AS A MEANS TO HIGHLIGHT THE NEED FOR NEW RWY CONSTRUCTION AT STL.

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.