Narrative:

At about seven mile final to runway 30 in oakland; we received an 'adjust vertical speed; adjust' RA. The traffic was a VFR traffic that had departed from hayward executive. The aircraft was configured for a flaps 40 landing and the 'before landing checklist' was complete. I was the pilot flying; autopilot and autothrottles were both disengaged prior to the TA and RA. The traffic was reported to us by oak tower. The first officer and I did not visually acquire the aircraft so first officer responded with a 'negative contact'. Upon receiving the 'adjust vertical speed; adjust' I smoothly applied additional thrust and reduced the descent rate of the aircraft in compliance with the displayed RA commands. First officer made a radio call to oak tower stating that [we were] responding to an RA. Upon receiving the 'clear of conflict' call from the TCAS; I ensured that I was still comfortable; and stable to continue the approach. We were less than one dot displacement high on the electronic glideslope; and I still had about 300 ft to ensure aircraft stability. The remainder of the approach and landing were uneventful. Tower gave us a phone number to call on the taxi in. Upon engine shutdown and completion of checklist; I called ATC and sent an ACARS message to dispatch with a brief explanation of the event and informing him that the passengers seemed unaware of the event.we followed our protocol perfectly. The traffic at hayward needs to be more careful to follow traffic pattern altitudes.

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Original NASA ASRS Text

Title: B737-700 flight crew reported responding to an RA on a visual approach to OAK that appeared to be from a small aircraft in the HWD area.

Narrative: At about seven mile final to Runway 30 in Oakland; we received an 'ADJUST VERTICAL SPEED; ADJUST' RA. The traffic was a VFR traffic that had departed from Hayward Executive. The aircraft was configured for a flaps 40 landing and the 'Before Landing Checklist' was complete. I was the Pilot Flying; autopilot and autothrottles were both disengaged prior to the TA and RA. The traffic was reported to us by OAK Tower. The First Officer and I did not visually acquire the aircraft so FO responded with a 'negative contact'. Upon receiving the 'ADJUST VERTICAL SPEED; ADJUST' I smoothly applied additional thrust and reduced the descent rate of the aircraft in compliance with the displayed RA commands. FO made a radio call to OAK Tower stating that [we were] responding to an RA. Upon receiving the 'CLEAR OF CONFLICT' call from the TCAS; I ensured that I was still comfortable; and stable to continue the approach. We were less than one dot displacement high on the electronic glideslope; and I still had about 300 ft to ensure aircraft stability. The remainder of the approach and landing were uneventful. Tower gave us a phone number to call on the taxi in. Upon engine shutdown and completion of checklist; I called ATC and sent an ACARS message to Dispatch with a brief explanation of the event and informing him that the passengers seemed unaware of the event.We followed our protocol perfectly. The traffic at Hayward needs to be more careful to follow traffic pattern altitudes.

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.