Narrative:

Near mid air collision on final sfo 28R.on FMS bridge approach runway 28R; VFR conditions; ATC notified us of parallel traffic at 9 o'clock. We called traffic in sight and runway in sight. I chose to increase speed and lower landing gear to get down faster so as to avoid wing tip flying and have forward separation. At approximately 2800 feet MSL we got a traffic alert TCAS from a different aircraft below moving left to right. At 2600 feet MSL we got a TCAS RA; 'monitor vertical speed'. I immediately leveled off and we visually acquired a VFR small aircraft flying right under us. Our TCAS altitude showed 300 feet below. We notified ATC we were complying with RA and shortly after the RA disappeared. Even though we were below 3 degree glide path on the visual approach we were still above the 2200 feet MSL restriction. After clearing that traffic we got another traffic alert for the parallel [aircraft]. We remained well north of the centerline until he passed us (we had slowed down during the TCAS maneuver as I had auto throttles off and was focused on vsi. With the parallel traffic past us we rejoined final approach and continued to landing.after landing I spoke with ATC about the event and they said we had come within 0.16NM and 600 feet on final approach. Our TCAS indications were showing 300 feet separation. This airport's visuals and the [company] SOP leave pilots unacceptably at risk for mid-air collision. Had I left the TCAS in TA only we would not have had separation guidance because SOP recommends to turn [RA] off when parallel traffic [is] in sight. I planned to descend to 2200 feet MSL bottom altitude and would have collided with [the other] aircraft had I complied with SOP. Wingtip flying at this airport is unsafe with no real training or established rules and the added SOP to turn off the TCAS guidance continues to be a high risk safety item that needs to be immediately changed.

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Original NASA ASRS Text

Title: An air carrier Captain reported being notified that another air carrier also on approach to SFO would be landing on a parallel runway. The crew then received a TCAS RA from a small aircraft that was below them.

Narrative: NEAR MID AIR COLLISION on Final SFO 28R.On FMS Bridge approach Runway 28R; VFR conditions; ATC notified us of parallel traffic at 9 o'clock. We called traffic in sight and runway in sight. I chose to increase speed and lower landing gear to get down faster so as to avoid wing tip flying and have forward separation. At approximately 2800 feet MSL we got a traffic alert TCAS from a different aircraft below moving left to right. At 2600 feet MSL we got a TCAS RA; 'Monitor Vertical Speed'. I immediately leveled off and we visually acquired a VFR small aircraft flying right under us. Our TCAS altitude showed 300 feet below. We notified ATC we were complying with RA and shortly after the RA disappeared. Even though we were below 3 degree glide path on the visual approach we were still above the 2200 feet MSL restriction. After clearing that traffic we got another traffic alert for the parallel [aircraft]. We remained well north of the centerline until he passed us (we had slowed down during the TCAS maneuver as I had auto throttles off and was focused on VSI. With the parallel traffic past us we rejoined final approach and continued to landing.After landing I spoke with ATC about the event and they said we had come within 0.16NM and 600 feet on final approach. Our TCAS indications were showing 300 feet separation. This airport's visuals and the [Company] SOP leave pilots unacceptably at risk for mid-air collision. Had I left the TCAS in TA only we would not have had separation guidance because SOP recommends to turn [RA] off when parallel traffic [is] in sight. I planned to descend to 2200 feet MSL bottom altitude and would have collided with [the other] aircraft had I complied with SOP. Wingtip flying at this airport is unsafe with no real training or established rules and the added SOP to turn off the TCAS guidance continues to be a high risk safety item that needs to be immediately changed.

Data retrieved from NASA's ASRS site 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.