Narrative:

My flight was arriving to sfo via the FMS bridge visual approach to runway 28R. Everything about the arrival and initial part of the approach was mostly normal; including altitudes and speeds issued from ATC. However; as the flight was given a landing clearance to runway 28R and we continued below approximately 1000 feet AGL; it became clear that the takeoff clearance issued to the B747 holding short of runway 28R was going to be a very tight separation between the two flights. I had briefed and was configured for flaps 25; slowing towards target speed from the assigned 180 KIAS until samul. As soon as I heard the tower issue a takeoff clearance for the other aircraft; I decided it was going to be very tight and directed the first officer to select flaps 30 and we slowed to the new; lower target speed. I was still concerned that the departing aircraft would not be airborne before we would be touching down; so I directed the first officer to query the tower for its intentions for us. The tower responded with something like; 'that's up to you.' it came across as rather sarcastic under the circumstances. We had another aircraft almost directly abeam us landing on runway 28L; and the go-around instructions for the FMS bridge visual approach are basically to fly runway heading to 3000 feet. This would have put us directly on top of the departing aircraft! I continued the approach knowing that in the event the preceding aircraft did not become airborne in time for us to land on runway 28R; a breakout turn to the right at very low altitude would be necessary to avoid flying directly over the departing aircraft. This seemed to be far too close [amount] of separation from the tower; and potentially very unsafe. The tower controller's seemingly cavalier attitude came across as unprofessional and not appropriate to the seriousness of the situation.

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Original NASA ASRS Text

Title: B757 Captain expressed concern with ATC procedures during approach to SFO that limited the options for runway separation during landing or a safe go-around should one become necessary.

Narrative: My flight was arriving to SFO via the FMS Bridge Visual approach to RWY 28R. Everything about the arrival and initial part of the approach was mostly normal; including altitudes and speeds issued from ATC. However; as the flight was given a landing clearance to RWY 28R and we continued below approximately 1000 feet AGL; it became clear that the takeoff clearance issued to the B747 holding short of RWY 28R was going to be a VERY tight separation between the two flights. I had briefed and was configured for Flaps 25; slowing towards target speed from the assigned 180 KIAS until SAMUL. As soon as I heard the Tower issue a takeoff clearance for the other aircraft; I decided it was going to be very tight and directed the First Officer to select Flaps 30 and we slowed to the new; lower target speed. I was still concerned that the departing aircraft would not be airborne before we would be touching down; so I directed the First Officer to query the Tower for its intentions for us. The Tower responded with something like; 'That's up to you.' It came across as rather sarcastic under the circumstances. We had another aircraft almost directly abeam us landing on RWY 28L; and the go-around instructions for the FMS Bridge Visual approach are basically to fly runway heading to 3000 feet. This would have put us directly on top of the departing aircraft! I continued the approach knowing that in the event the preceding aircraft did not become airborne in time for us to land on RWY 28R; a breakout turn to the right at very low altitude would be necessary to avoid flying directly over the departing aircraft. This seemed to be far too close [amount] of separation from the Tower; and potentially very unsafe. The Tower controller's seemingly cavalier attitude came across as unprofessional and not appropriate to the seriousness of the situation.

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.