Narrative:

Approach was vectoring us to a visual approach to runway 28L at sfo. We reported the two aircraft in front of us in sight and were told; 'follow those two heavy aircraft; cleared visual to 28L.' shortly after receiving that clearance on a 14-mile left base; configured flaps 5; we encountered about three seconds of wake turbulence. Focusing on my spacing from the two heavies; and not wanting to tuck in behind them too close and encounter more turbulence; I turned off the autopilot and hand flew the aircraft through final to increase our separation. I was unaware that an airbus was just slightly behind us on a visual to runway 28R. As I went through final; I heard a TA followed soon after by a 'descend' RA. I began what I thought was an adequate descent as I turned back to runway centerline; but in about five seconds heard a second 'descend' RA and then a 'clear of conflict' shortly thereafter. Just as the first RA went off; ATC gave us a traffic position on the other aircraft. Established back on centerline by eight miles out; we configured for landing and completed a normal approach and landing. If I had announced my intentions to delay my turn to final to the pilot not flying; he might have been more alert to possible conflicts with traffic to 28R and given me a heads up. Rather than allow myself to fly through final; a better option to avoid further wake turbulence would have been to fully configure early and advise approach of our intentions.

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Original NASA ASRS Text

Title: B737-300 Captain encountered wake turbulence in trail of a heavy on approach to RW 28L at SFO. Reporter deviated from course to avoid the wake and triggered an RA from traffic on approach to RW 28R.

Narrative: Approach was vectoring us to a visual approach to Runway 28L at SFO. We reported the two aircraft in front of us in sight and were told; 'Follow those two heavy aircraft; cleared visual to 28L.' Shortly after receiving that clearance on a 14-mile left base; configured Flaps 5; we encountered about three seconds of wake turbulence. Focusing on my spacing from the two heavies; and not wanting to tuck in behind them too close and encounter more turbulence; I turned off the autopilot and hand flew the aircraft through final to increase our separation. I was unaware that an Airbus was just slightly behind us on a visual to Runway 28R. As I went through final; I heard a TA followed soon after by a 'Descend' RA. I began what I thought was an adequate descent as I turned back to runway centerline; but in about five seconds heard a second 'Descend' RA and then a 'Clear of conflict' shortly thereafter. Just as the first RA went off; ATC gave us a traffic position on the other aircraft. Established back on centerline by eight miles out; we configured for landing and completed a normal approach and landing. If I had announced my intentions to delay my turn to final to the pilot not flying; he might have been more alert to possible conflicts with traffic to 28R and given me a heads up. Rather than allow myself to fly through final; a better option to avoid further wake turbulence would have been to fully configure early and advise Approach of our intentions.

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.