Narrative:

On arrival into dfw on the glen rose 8 arrival (jen 8); ATC gave us a descent clearance to 11000 ft MSL. At about 13000 ft MSL; ATC called military traffic (flight of 2 F18's) to us and gave us a clearance to stop descent at 12000 ft MSL. We initially picked up the traffic on TCAS and subsequently had them visually. ATC then gave us a clearance to maintain visual separation and descend to 11000 ft MSL. We were unable to hear the F18 communication because they were using UHF. I believe the F18's were level at 11000 ft MSL. As we continued on the arrival; it appeared that we were closing on the first F18 laterally (our right front). The F18 TCAS target was getting closer and so was the visual. At about 11300 ft MSL; we got a 'traffic' TA followed immediately by a 'climb' RA. I (captain; first officer was flying; using autoplt) had been watching the closure and was disconnecting the autoplt as we got the RA. I immediately rolled left to about 60 degrees bank and stopped descent. I believe we came within 1 NM laterally and 200 ft vertically. I rolled left about 90 degrees and the RA silenced. We advised ATC of our action and RA and were given a vector heading to rejoin the arrival to runway 13R at dfw. It was not my intention to ignore the RA and not climb. I was disconnecting and starting my hard roll to the left as we got the RA. The turn was steep and sharp enough to take us out of the closure envelope and stop the RA. I briefly noticed the ivsi was showing a red arc up to 6000 FPM.

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Original NASA ASRS Text

Title: A DSNDING B767 CREW GOT A TCAS WARNING AND RESPONDED WITH AN EVASIVE MANEUVER WHILE MAINTAINING VISUAL SEPARATION FROM A FLT OF 2 F18'S.

Narrative: ON ARR INTO DFW ON THE GLEN ROSE 8 ARR (JEN 8); ATC GAVE US A DSCNT CLRNC TO 11000 FT MSL. AT ABOUT 13000 FT MSL; ATC CALLED MIL TFC (FLT OF 2 F18'S) TO US AND GAVE US A CLRNC TO STOP DSCNT AT 12000 FT MSL. WE INITIALLY PICKED UP THE TFC ON TCAS AND SUBSEQUENTLY HAD THEM VISUALLY. ATC THEN GAVE US A CLRNC TO MAINTAIN VISUAL SEPARATION AND DSND TO 11000 FT MSL. WE WERE UNABLE TO HEAR THE F18 COM BECAUSE THEY WERE USING UHF. I BELIEVE THE F18'S WERE LEVEL AT 11000 FT MSL. AS WE CONTINUED ON THE ARR; IT APPEARED THAT WE WERE CLOSING ON THE FIRST F18 LATERALLY (OUR R FRONT). THE F18 TCAS TARGET WAS GETTING CLOSER AND SO WAS THE VISUAL. AT ABOUT 11300 FT MSL; WE GOT A 'TFC' TA FOLLOWED IMMEDIATELY BY A 'CLB' RA. I (CAPT; FO WAS FLYING; USING AUTOPLT) HAD BEEN WATCHING THE CLOSURE AND WAS DISCONNECTING THE AUTOPLT AS WE GOT THE RA. I IMMEDIATELY ROLLED L TO ABOUT 60 DEGS BANK AND STOPPED DSCNT. I BELIEVE WE CAME WITHIN 1 NM LATERALLY AND 200 FT VERTLY. I ROLLED L ABOUT 90 DEGS AND THE RA SILENCED. WE ADVISED ATC OF OUR ACTION AND RA AND WERE GIVEN A VECTOR HDG TO REJOIN THE ARR TO RWY 13R AT DFW. IT WAS NOT MY INTENTION TO IGNORE THE RA AND NOT CLB. I WAS DISCONNECTING AND STARTING MY HARD ROLL TO THE L AS WE GOT THE RA. THE TURN WAS STEEP AND SHARP ENOUGH TO TAKE US OUT OF THE CLOSURE ENVELOPE AND STOP THE RA. I BRIEFLY NOTICED THE IVSI WAS SHOWING A RED ARC UP TO 6000 FPM.

Data retrieved from NASA's ASRS site as of January 2009 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.