A DC10 PIC'S COMPLAINT REGARDING THE LCL CTLR'S TECHNIQUE ON ACFT SPACING FOR DEP AND ARR FLTS. THIS WAS COMPLICATED BY AN ACFT EQUIP PROB WITH ACFT MAKING APCH TO OCCUPIED RWY FOR LNDG; MSP; MN.

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MSP RWY 30L VISUAL APCH. FLT TO MSP ROUTINE UNTIL JUST OUTSIDE MARKER. HYD SYS #3 ELEVATOR SHUT OFF LIGHT WHEN GEAR DOWN. CHK QUANTITY PRESSURE -- OK. SKID AND BRAKE PRESSURE -- OK. CONFIGN FOR LNDG. CHKLIST COMPLETE. CREW DECIDED TO LAND AND SORT PROB OUT ON GND RATHER THAN GO AROUND AND REMAIN AIRBORNE WITH DEGRADED SYS #3 HYD. AT THIS POINT; DIDN'T KNOW IF THIS WAS FIRST INDICATION OF A MAJOR LEAK IN SYS #3 WHICH OPERATES GEAR AND ABOUT 1/3 OF FLT CTLS. FO WENT TO MANUAL PROC FOR LIGHT. ALL THIS TOOK LESS THAN 2 MINS. TWR ROLLED A B727 IN FRONT OF US. SPACING WAS TIGHT. FO WATCHED B727 WHILE I CONCENTRATED ON LNDG. HE WAS HVY AND USED JUST ABOUT ALL OF RWY. WE TOUCHED DOWN AS HE WAS ROTATING AT FAR END. MSP HAS A HISTORY OF MARGINAL SPACING AND A HIGH PERCENTAGE OF GO AROUNDS. A SECOND PROB IS THAT WHEN YOU GO AROUND; THEY EXPECT YOU TO FLY RWY HDG. IF YOU DO; THE ACFT TAKING OFF WILL FLY RIGHT UP INTO YOU. IT'S NOT EASY GOING AROUND IN A DC10 AND THEN FLYING FORMATION WITH AN ACFT CLBING UP UNDER YOU ON THE FO'S SIDE. IN MSP; THE GAR PROC SHOULD BE AN IMMEDIATE CLB AND TURN TO A HDG; AT LEAST 45 DEGS AWAY FROM THE RWY. IT WOULD BE FAR SAFER THAN THE WAY THEY DO IT NOW. ALSO; SOMEONE NEEDS TO TELL MSP THAT THEY'RE NOT THAT SPECIAL. EVERYONE ELSE IN THE WORLD HANDLES HIGH VOLUME WITHOUT LOSS OF SEPARATION. MSP NEEDS TO LEARN HOW TO SPACE TFC. AS YOU KNOW IN A HVY; AFTER A CONFLICT; A SINGLE GAR USES ABOUT 1/3 OF YOUR REMAINING FUEL. THEN; ON TOP OF EVERYTHING ELSE; YOU COME BACK FUEL CRITICAL. MSP DOESN'T NEED TO PUSH ACFT OUT IN FRONT OF YOU AND CAUSE YOU TO GO AROUND. AS FOR THE HYD LIGHT; WE WROTE IT UP. SYS #3 WAS INTACT AND NORMAL SVCING TOOK CARE OF THE PROB. DISPATCH AND MAINT SAID ADDITIONAL PAPERWORK WAS NOT REQUIRED.