Narrative:

Flying DYAMD3 arrival to the FMS bridge visual 28R. Norcal approach made numerous speed changes in the final part of the dyamd arrival and continued to do so on the bridge visual approach. This caused us to start to go high on the vertical arrival path. While being high was not an issue procedurally as all altitudes on the bridge visuals are at or above altitudes; it became an issue with staying within stabilized approach limits. Outside of garow; norcal started calling traffic that was going to the parallel runway; 28L. With it being dusk to dark; and multiple ground lights; we stated that we did not see the traffic. Outside of janyy; norcal continued to call traffic which was very difficult at this point to see visually as we were high on approach profile and the lights of the other aircraft; a small rj; were blending in with ground lights. When we finally saw traffic inside of janyy we stated that we did not know if we would be able to keep traffic in sight. Controller stated 'well if you're saying you can't keep the aircraft in sight would you like to be vectored out and resequenced for another approach?' essentially placing responsibility on us to fly our aircraft which was now high on the approach profile and keep the other aircraft in sight abdicating their traffic separation responsibility. I understand the demands of keeping traffic closely spaced in order to maximize airspace utilization but this was absurd. Their constant speed changes had placed us side by side with another aircraft instead of staggered. Our TCAS gave us an RA and was placed in TA mode without incident. By this time it took full effort to get the aircraft into final landing configuration and within stabilized approach criteria. We landed uneventfully and taxied to the gate.

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Original NASA ASRS Text

Title: B757 flight crew reported being in close proximity to parallel runway traffic on final approach to SFO Runway 28R.

Narrative: Flying DYAMD3 arrival to the FMS Bridge visual 28R. NORCAL approach made numerous speed changes in the final part of the DYAMD arrival and continued to do so on the Bridge Visual approach. This caused us to start to go high on the vertical arrival path. While being high was not an issue procedurally as all altitudes on the Bridge Visuals are at or above altitudes; it became an issue with staying within stabilized approach limits. Outside of GAROW; NORCAL started calling traffic that was going to the parallel runway; 28L. With it being dusk to dark; and multiple ground lights; we stated that we did not see the traffic. Outside of JANYY; Norcal continued to call traffic which was very difficult at this point to see visually as we were high on approach profile and the lights of the other aircraft; a small RJ; were blending in with ground lights. When we finally saw traffic inside of JANYY we stated that we did not know if we would be able to keep traffic in sight. Controller stated 'well if you're saying you can't keep the aircraft in sight would you like to be vectored out and resequenced for another approach?' essentially placing responsibility on us to fly our aircraft which was now high on the approach profile and keep the other aircraft in sight abdicating their traffic separation responsibility. I understand the demands of keeping traffic closely spaced in order to maximize airspace utilization but this was absurd. Their constant speed changes had placed us side by side with another aircraft instead of staggered. Our TCAS gave us an RA and was placed in TA mode without incident. By this time it took full effort to get the aircraft into final landing configuration and within stabilized approach criteria. We landed uneventfully and taxied to the gate.

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.