B767 CREW LET A GAR GET AWAY FROM THEM AND HAD A FLAP OVERSPD. THERE WAS AN FAA INSPECTOR IN THE COCKPIT.

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AFTER HOLDING AT CEDES; WE WERE CLRED TO ARCHI FOR FMS VISUAL RWY 28R. WE COULD SEE THE BRIDGE; BUT VERY MARGINAL 4TH IN LINE. PREVIOUS ACFT TO US WENT INTO THE FOG (LIGHTS GLOWING IN THE FOG). AT SAMUL; WE COULD SEE NOTHING AND STARTED THE MISSED APCH WITH FLAPS AT 15 DEGS. COPLT; FLYING; CALLED FOR FLAPS 5 DEGS AND GEAR UP AS HE ADDED PWR. I TOLD THE TWR 'MISSING' AND SET HDG OF 280 DEGS PER THEIR INSTRUCTION. THEN NOTICED THE SPD INCREASE 230 KTS TO 240 KTS AND VERBALIZED TO PULL UP AND SLOW DOWN WHILE SELECTING FLAPS 1 DEG. WE IMMEDIATELY LEVELED AT 3000 FT PER THE MISSED APCH ON HDG 280 DEGS AND SLOWED. WE CONTINUED MISSED APCH AND NORMAL ILS TO RWY 28R. WROTE IT UP IN LOGBOOK. CONTRIBUTING FACTORS WERE VERY FAST FORMING FOG AT SAMUL. END OF 9 HR FLYING DAY AND LULLED INTO THINKING WX WAS IMPROVING RATHER THAN DETERIORATING. COPLT STATED IT WAS THE FIRST GAR FOR HIM SINCE SIMULATOR SESSION 8 MONTHS AGO AND IT WAS DONE FROM AN UNUSUAL CONFIGN AND QUITE A SURPRISE TO US BOTH. FAA CHK INSPECTOR WAS ON BOARD. IMPORTANCE OF THE GAR MANEUVER WAS REVIEWED WITH THE COPLT BY ME. FURTHER CONTRIBUTING FACTOR WAS THE USE OF THE VISUAL APCH TO EXPEDITE TFC WITH INSUFFICIENT WX AT THE BRIDGE AREA. SUPPLEMENTAL INFO FROM ACN 572898: FLAP OVERSPD; 240 KIAS AT FLAPS 5 DEGS; OCCURRED DURING MISSED APCH. REQUIRED BECAUSE UNABLE TO SEE ARPT DURING VISUAL APCH TO SFO. WAS 180 KIAS; FLAPS 15 DEGS; GEAR DOWN AT 2000 FT JUST PRIOR TO SAN MATEO BRIDGE. MISSED APCH WAS 280 DEG HDG TO 3000 FT. FLAP OVERSPD DURING LEVELOFF.