Noiseboy, you wrote
In the 225's with greater fuel capacity and higher AUW it may be more down to pilots not seeing why the runway isn't being sectorised to allow more efficient use of the space,
Can you explain what you mean by 'the runway isn't being sectorised'?
Sectorisation is subject to quite strict criteria (vis/cloud etc) and is mainly of use to depart a helicopter in front of a landing one - it cannot help improve the departure rate when there are no inbounds such as first thing in the morning.
For everyone - one other thing you have to remember that has changed in the last two years is that we (ATC) now HAVE to apply standard Wake Turbulence spacing - any ATCO who doesn't faces a tea without biscuits situation. Thus for VFR/SVFR you get the obligatory 'recommended spacing xxx' warning. Whether those flying VFR/SVFR follow the recommendation is entirely down to them. BUT in order to allow for those that do wish to position themselves the appropriate distance behind other traffic, we (ATC) HAVE to have the required gap 'built-in' to the sequence. That sequence and built-in spacing also affects the aircraft behind you - to allow you to turn final and land before the next ILS traffic 'busts' the Wake Turbulence spacing required by that aircraft. With an L, L2, 225 or 92 Number 1 that means you must have vacated the runway before the next landing Jetstream/Saab 340/other Light category aircraft gets to 4 mile final. (3 miles for Small/Lower Medium category.) For the purposes of this, Runways 32/34 are considered to be a single runway.
So the days of 'squeezing you in' as someone else posted are in reality, gone.
Safe flying
DD