ACR X TCASII RA HAD LESS THAN STANDARD WAKE TURB SEPARATION FROM DC10.

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ACR X BASE LEG FOR RWY 28L WITH 737 TFC AT 10 O'CLOCK AND DC10 TFC AT 2 O'CLOCK. RATHER THAN A DOGLEG TURN ON TO RWY 28L; CTLR ISSUED A SQUARE TURN TO FINAL. DURING TURN WE GOT A TCASII 'REDUCE DSCNT' FROM DC10 BEHIND US; WHICH WE COMPLIED WITH; AND RESOLVED. CTLR ISSUED CLRNC FOR VISUAL TO RWY 28L; TO FOLLOW THE 737 FOR RWY 28R; MAINTAIN AT LEAST 180 KTS TO BRIJJ; AND CONTACT TWR. ON FINAL DC10 PULLED ABEAM; AND THEN PASSED US. WE WERE FORTUNATE TO HAVE A L XWIND; AND FLEW HIGH ON GS; AND LANDED SAFELY. I THINK THAT THERE WERE 3 PROBS IN THIS SIT: 1) THE CTLR SHOULD HAVE GIVEN US A DOGLEG INTERCEPT FOR BETTER SPACING ON THE DC10. I DON'T KNOW IF HE ISSUED A SPD OR FOLLOW US INSTRUCTION TO THE DC10. 2) THE DC10 SHOULD NOT HAVE PASSED US ON FINAL; EVEN ON A VISUAL APCH. 3) WE SHOULD HAVE GONE AROUND ONCE THE DC10 PASSED US. SUPPLEMENTAL INFO FROM ACN 307249: WHILE ON A VISUAL APCH TO SFO ARPT ON THE LOC FOR RWY 28L (ABOVE GS) DSNDING WE RECEIVED A RED ALERT (RA) TCASII WARNING TELLING US TO REDUCE DSCNT. SHORTLY AFTER COMPLYING WITH THE RA WARNING A DC10 THAT WE HAD IN SIGHT EARLIER PASSED US OFF OUR R AND BELOW. WE CONTINUED THE APCH AND LANDED. I BELIEVE THE ONLY WAY TO CORRECT THE ABOVE SIT IS TO REDUCE THE TFC AT THAT ARPT. THE CTLR WAS OBVIOUSLY OVERLOADED AND COULDN'T MONITOR THE TFC LIKE HE SHOULD HAVE; HE SHOULD HAVE SLOWED THE DC10.