Narrative:

Las was giving vectors for north landing and we were being vectored for 1R. A business aircraft was called out to us as traffic as they were being vectored on base leg for 1L. I do not recall hearing if the other aircraft was given a speed restriction but as we later discovered; that crew's spacing awareness and control seemed to be greatly relaxed. As we rolled out on final; approach control called them again as traffic and; shortly after we received a TA. When I finally spotted the traffic visually; I was surprised at how close it was. Shortly after being handed off to tower we received an RA to descend. We discussed our options and agreed that; to comply with the descend RA; was the safest course and we continued the approach. I notified the tower of the RA to let them know that the spacing left little to be desired. Tower asked our intentions and I let him know we were complying with the RA by continuing the descent. Somewhat unhelpfully; another on-air voice (possibly the other aircraft pilot) interjected the assertion that the RA was a false indication. This presented a tempting opportunity for retort (not helping) but I declined to comment. While our approach continued; compliance with the RA seemed to force us below the PAPI and the RA continued to enunciate. I felt boxed in but to go around seemed like the least safe option. We discussed this and agreed to continue while opting to turn the TCAS to TA in order to silence one of the distractions. We landed uneventfully and taxied to the gate without incident or comment. I realized that by silencing the RA by switching to TA only; I was violating policy; but to do so seemed prudent under the circumstance. In addition I forgot to notify dispatch of the incident but a report was filed upon completion of the trip.despite violating TCAS policy; I am proud of our reaction as a crew to the traffic threat. My first officer did a great job keeping a cool head and flying precisely as we needed to mitigate the danger. We reassessed the situation at least three separate times to reach what I consider the safest course. ATC could have given safer sequencing and the other crew could have opted not to push the margin so closely. In addition; unnecessary commentary over the frequency at such a critical moment is unhelpful.

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Original NASA ASRS Text

Title: B737 flight crew reported continuing the approach to LAS Runway 1R despite a continuous RA due to traffic behind for landing on Runway 1L being too close.

Narrative: LAS was giving vectors for north landing and we were being vectored for 1R. A business aircraft was called out to us as traffic as they were being vectored on base leg for 1L. I do not recall hearing if the other aircraft was given a speed restriction but as we later discovered; that Crew's spacing awareness and control seemed to be greatly relaxed. As we rolled out on final; approach Control called them again as traffic and; shortly after we received a TA. When I finally spotted the traffic visually; I was surprised at how close it was. Shortly after being handed off to Tower we received an RA to descend. We discussed our options and agreed that; to comply with the descend RA; was the safest course and we continued the approach. I notified the Tower of the RA to let them know that the spacing left little to be desired. Tower asked our intentions and I let him know we were complying with the RA by continuing the descent. Somewhat unhelpfully; another on-air voice (possibly the other aircraft Pilot) interjected the assertion that the RA was a false indication. This presented a tempting opportunity for retort (not helping) but I declined to comment. While our approach continued; compliance with the RA seemed to force us below the PAPI and the RA continued to enunciate. I felt boxed in but to go around seemed like the least safe option. We discussed this and agreed to continue while opting to turn the TCAS to TA in order to silence one of the distractions. We landed uneventfully and taxied to the gate without incident or comment. I realized that by silencing the RA by switching to TA only; I was violating policy; but to do so seemed prudent under the circumstance. In addition I forgot to notify Dispatch of the incident but a report was filed upon completion of the trip.Despite violating TCAS policy; I am proud of our reaction as a Crew to the traffic threat. My First Officer did a great job keeping a cool head and flying precisely as we needed to mitigate the danger. We reassessed the situation at least three separate times to reach what I consider the safest course. ATC could have given safer sequencing and the other Crew could have opted not to push the margin so closely. In addition; unnecessary commentary over the frequency at such a critical moment is unhelpful.

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.