Narrative:

Captain was pilot flying. We had been cleared on the FMS bridge visual approach to runway 28R. ATC informed us that an rj aircraft was on visual approach to 28L with our aircraft in sight and would follow us in. We initially saw him abeam of us before he turned onto final. Approaching samul I observed the rj close to us but above and behind. Just prior to samul ATC advised be that the aircraft we were following to 28R had slowed to 110 KTS and advised us to slow to slowest practical speed. Vref for flaps 25 was 131. At 180 KTS flaps 15 I called for gear down flaps 20 and began to slow to approach speed. Wind was reported at 17 KTS. I called for flaps 25 when the gear was down and slowed to 137. Inside samul approaching F101D approximately 1;300 ft AGL we received a TCAS RA alert to climb. The vsi arc showed red from about 10 o'clock to 6 o'clock on the dial with no green guidance. Knowing that the rj at last view was just above me and to my left I chose not to follow the RA climb command since any climb would place me in the rj's flight path. I decided to accelerate the aircraft to 150 knots to gain lateral separation from the rj since I could not see him. I turned the TCAS to TA and continued the VMC approach to a stabilized approach and landing. After landing and shutdown I called sfo tower supervisor to advise him of the RA alert and that I thought the rj had not provided enough visual separation as they had been instructed to do. Sfo ATC continually pushes the limits on separation when visual approaches are in use. Sfo ATC relies on flight crews to provide aggressive separation distances to make their arrival rates work. It's almost akin to formation flying doing visual approaches to sfo.

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Original NASA ASRS Text

Title: B767 Captain on visual approach to Runway 28R reports a TCAS RA caused by the aircraft on the visual to Runway 28L. The reporter speeds up and continues the approach to landing.

Narrative: Captain was pilot flying. We had been cleared on the FMS Bridge visual approach to Runway 28R. ATC informed us that an RJ aircraft was on visual approach to 28L with our aircraft in sight and would follow us in. We initially saw him abeam of us before he turned onto final. Approaching SAMUL I observed the RJ close to us but above and behind. Just prior to Samul ATC advised be that the aircraft we were following to 28R had slowed to 110 KTS and advised us to slow to slowest practical speed. VREF for Flaps 25 was 131. At 180 KTS flaps 15 I called for Gear Down Flaps 20 and began to slow to approach speed. Wind was reported at 17 KTS. I called for flaps 25 when the gear was down and slowed to 137. Inside Samul approaching F101D approximately 1;300 FT AGL we received a TCAS RA alert to climb. The VSI arc showed red from about 10 o'clock to 6 o'clock on the dial with no green guidance. Knowing that the RJ at last view was just above me and to my left I chose not to follow the RA climb command since any climb would place me in the RJ's flight path. I decided to accelerate the aircraft to 150 knots to gain lateral separation from the RJ since I could not see him. I turned the TCAS to TA and continued the VMC approach to a stabilized approach and landing. After landing and shutdown I called SFO Tower Supervisor to advise him of the RA alert and that I thought the RJ had not provided enough visual separation as they had been instructed to do. SFO ATC continually pushes the limits on separation when visual approaches are in use. SFO ATC relies on flight crews to provide aggressive separation distances to make their arrival rates work. It's almost akin to formation flying doing visual approaches to SFO.

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.