An air carrier B757 found itself in trouble making a 'slam dunk' visual approach at sfo.

Attributes
ACN	262426
Time
Date	199401
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : sfo
State Reference	CA
Altitude	agl bound lower : 1000 agl bound upper : 6000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : oak
Operator	common carrier : air carrier
Make Model Name	B757 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	cruise other descent : approach descent other
Route In Use	arrival other arrival star : star enroute : on vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	other : unknown
Flight Phase	descent : approach
Route In Use	approach : visual
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : instrument
Experience	flight time last 90 days : 170 flight time total : 14850 flight time type : 2210
ASRS Report	262426
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	conflict : ground less severe other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 700 vertical : 200
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were on a golden gate 3 arrival to sfo and cleared to cross lestr at 11000 ft and 250 KTS, then a descent to 6000 ft, then descend to 4000 ft and a base turn to 180 degrees. Turning through about 120 degrees, we were given a turn to 280 degrees. First officer called the field in sight for the visual (quiet bridge) to runway 28R. Approach control called traffic (light twin) on a visual to runway 28L. We saw the traffic at about 11-12 O'clock, level to slightly high. I saw that horizontal and vertical separation was going to be a problem, so I increased the bank angle from 25-30 degrees to about 45-50 degrees and kept the descent rate at about 1800 FPM. TCASII said 'monitor vertical speed,' then 'increase descent' (I increased to about 2500-2800 FPM) and rolled out on about a 310 degree heading and then we got the 'clear of conflict' from the TCASII and made a normal landing on runway 28R. I feel that this problem arose from : 1) classic 'slam dunk' into sfo doesn't work very well for aerodynamically efficient aircraft like the 757 -- need more controller education/pilot dialogue. 2) wind at altitude was from the north at 30-40 KTS which further contributed to the traffic conflict. 3) I feel traffic should be staggered 1/4 to 1/2 mi when parallel approachs are in use at sfo. 4) it's hard to 'slow down,' 'go down,' and turn all at once in the 757 -- again, more controller awareness and prior planning.

Original NASA ASRS Text

Title: AN ACR B757 FOUND ITSELF IN TROUBLE MAKING A 'SLAM DUNK' VISUAL APCH AT SFO.

Narrative: WE WERE ON A GOLDEN GATE 3 ARR TO SFO AND CLRED TO CROSS LESTR AT 11000 FT AND 250 KTS, THEN A DSCNT TO 6000 FT, THEN DSND TO 4000 FT AND A BASE TURN TO 180 DEGS. TURNING THROUGH ABOUT 120 DEGS, WE WERE GIVEN A TURN TO 280 DEGS. FO CALLED THE FIELD IN SIGHT FOR THE VISUAL (QUIET BRIDGE) TO RWY 28R. APCH CTL CALLED TFC (LIGHT TWIN) ON A VISUAL TO RWY 28L. WE SAW THE TFC AT ABOUT 11-12 O'CLOCK, LEVEL TO SLIGHTLY HIGH. I SAW THAT HORIZ AND VERT SEPARATION WAS GOING TO BE A PROB, SO I INCREASED THE BANK ANGLE FROM 25-30 DEGS TO ABOUT 45-50 DEGS AND KEPT THE DSCNT RATE AT ABOUT 1800 FPM. TCASII SAID 'MONITOR VERT SPD,' THEN 'INCREASE DSCNT' (I INCREASED TO ABOUT 2500-2800 FPM) AND ROLLED OUT ON ABOUT A 310 DEG HDG AND THEN WE GOT THE 'CLR OF CONFLICT' FROM THE TCASII AND MADE A NORMAL LNDG ON RWY 28R. I FEEL THAT THIS PROB AROSE FROM : 1) CLASSIC 'SLAM DUNK' INTO SFO DOESN'T WORK VERY WELL FOR AERODYNAMICALLY EFFICIENT ACFT LIKE THE 757 -- NEED MORE CTLR EDUCATION/PLT DIALOGUE. 2) WIND AT ALT WAS FROM THE N AT 30-40 KTS WHICH FURTHER CONTRIBUTED TO THE TFC CONFLICT. 3) I FEEL TFC SHOULD BE STAGGERED 1/4 TO 1/2 MI WHEN PARALLEL APCHS ARE IN USE AT SFO. 4) IT'S HARD TO 'SLOW DOWN,' 'GO DOWN,' AND TURN ALL AT ONCE IN THE 757 -- AGAIN, MORE CTLR AWARENESS AND PRIOR PLANNING.

Data retrieved from NASA's ASRS site as of July 2007 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.