Narrative:

I was working the final sector at P80 in the evening and anticipating a moderate arrival rush. A MD11 heavy was the first in a long line of arrivals to two parallel runways 28R/left. The MD11 heavy check in descending to 070; I issued a further descent to 053 which happens to be the MVA. At about the same time I observed a VFR uncorrelated target at 072 along the flight path of the MD11 heavy. I issued the traffic to the heavy and he responded by stating they had him on their TCAS. The VFR aircraft that turned out to be a high wing cessna began a rapid descent. I issued the VFR traffic again to the MD11 and issued a 20 degree turn to the right. The VFR aircraft then turned towards the heavy jet; now less than 3 miles away; who responded by saying he had them in sight. I then instructed the MD11 to maintain visual separation and if needed stop the descent. The MD11 leveled off and stated the cessna had passed less than 100 ft from them. The pilot was not pleased and stated he thought the cessna may have never seen them. On a previous transmission I explained I was not in control or in any direct communication with the VFR target. As a result of the level off and this VFR aircraft coming within less than 100 ft from the heavy jet; they were now too close and too high to continue the approach to the airport. Increasing my workload; breaking MD11 out and placing the aircraft over a densely populated area at a very low altitude; I had to climb the MD11 to 040 and re sequence him on the approach. At P80; we are constantly issuing traffic on all 3 stars as well as the departure side; and being placed in these types of situations involving TCAS and evasive maneuvering. This type of operation is totally unacceptable and having these air carrier and heavy cargo types; which is the majority of the traffic in the portland; or area; in such close proximity to small airplanes that are not required to call us is a disaster waiting to happen. This type of situation has become common-place here at pdx/P80 and until someone at a higher level decides to push forward the real issue of class B airspace; this will continue to happen. These small airplanes have no business flying in and around the finals at whatever altitude while talking to nobody. Outside the veil of our class C airspace is a complex array of MVA's; noise abatement; and unique topography. This area of neglect has taken its toll and continuing to act in a negligent manner won't serve the flying public or the controllers well.

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Original NASA ASRS Text

Title: P80 Controller described a conflict event between an Air Carrier arrival into PDX and a VFR aircraft flying near the final; the reporter suggesting that a Class B be established for the PDX area.

Narrative: I was working the Final Sector at P80 in the evening and anticipating a moderate arrival rush. A MD11 heavy was the first in a long line of arrivals to two parallel Runways 28R/L. The MD11 heavy check in descending to 070; I issued a further descent to 053 which happens to be the MVA. At about the same time I observed a VFR uncorrelated target at 072 along the flight path of the MD11 heavy. I issued the traffic to the heavy and he responded by stating they had him on their TCAS. The VFR aircraft that turned out to be a high wing Cessna began a rapid descent. I issued the VFR traffic again to the MD11 and issued a 20 degree turn to the right. The VFR aircraft then turned towards the heavy jet; now less than 3 miles away; who responded by saying he had them in sight. I then instructed the MD11 to maintain visual separation and if needed stop the descent. The MD11 leveled off and stated the Cessna had passed less than 100 FT from them. The pilot was not pleased and stated he thought the Cessna may have never seen them. On a previous transmission I explained I was not in control or in any direct communication with the VFR target. As a result of the level off and this VFR aircraft coming within less than 100 FT from the heavy jet; they were now too close and too high to continue the approach to the airport. Increasing my workload; breaking MD11 out and placing the aircraft over a densely populated area at a very low altitude; I had to climb the MD11 to 040 and re sequence him on the approach. At P80; we are constantly issuing traffic on all 3 STARS as well as the departure side; and being placed in these types of situations involving TCAS and evasive maneuvering. This type of operation is totally unacceptable and having these Air Carrier and heavy cargo types; which is the majority of the traffic in the Portland; OR area; in such close proximity to small airplanes that are not required to call us is a disaster waiting to happen. This type of situation has become common-place here at PDX/P80 and until someone at a higher level decides to push forward the real issue of Class B airspace; this will continue to happen. These small airplanes have no business flying in and around the finals at whatever altitude while talking to nobody. Outside the veil of our Class C airspace is a complex array of MVA's; noise abatement; and unique topography. This area of neglect has taken its toll and continuing to act in a negligent manner won't serve the flying public or the controllers well.

Data retrieved from NASA's ASRS site as of July 2013 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.