[Archangelsk]

The primary reason why is because the National Airspace System was created specifically for Part 121 and 135 operations. GA screws up ATCs precious sequencing. Envision the following: "UA235 Heavy, you're following a C-150 on final, slow to 90 knots," and the subsequent muttering from the flight deck.

[blackdog]

I used to fly my Cherokee to work at the Charlotte airport. I would keep pace on final with MD-80's and DC-9's. You'd be on slope, middle marker at full power, nose down, and doing 140KTS. It was pretty funny to have the heavy iron on the paralell arrival checking out the GA bird on sprint with them. I used to make the first turnoff at about 60KTS, holding the thing on the ground.

On departing to fly home, I'd of course never-ever use a landing light on the taxiways(the dead give-away of a GA pilot), and I'd make my turnout as soon as my wheels left terra firma.

The only problem I ever encountered was on Guard unit operations I'd be sandwiched between on taxiways. The C-130's had a prop wash that had me dancing like the plane was having an epileptic fit. I hated to think what a pullback on the yoke might have accomplished.

If you can keep pace with their operations and sequencing, they are more than happy to have you. But yeah, lots of GA pilots are using the old approach plate tables on final and doing 80KTS. When you are asked to expedite your approach, they mean it.