A DSNDING B767 CREW GOT A TCAS WARNING AND RESPONDED WITH AN EVASIVE MANEUVER WHILE MAINTAINING VISUAL SEPARATION FROM A FLT OF 2 F18'S.

Narrative

ON ARR INTO DFW ON THE GLEN ROSE 8 ARR (JEN 8); ATC GAVE US A DSCNT CLRNC TO 11000 FT MSL. AT ABOUT 13000 FT MSL; ATC CALLED MIL TFC (FLT OF 2 F18'S) TO US AND GAVE US A CLRNC TO STOP DSCNT AT 12000 FT MSL. WE INITIALLY PICKED UP THE TFC ON TCAS AND SUBSEQUENTLY HAD THEM VISUALLY. ATC THEN GAVE US A CLRNC TO MAINTAIN VISUAL SEPARATION AND DSND TO 11000 FT MSL. WE WERE UNABLE TO HEAR THE F18 COM BECAUSE THEY WERE USING UHF. I BELIEVE THE F18'S WERE LEVEL AT 11000 FT MSL. AS WE CONTINUED ON THE ARR; IT APPEARED THAT WE WERE CLOSING ON THE FIRST F18 LATERALLY (OUR R FRONT). THE F18 TCAS TARGET WAS GETTING CLOSER AND SO WAS THE VISUAL. AT ABOUT 11300 FT MSL; WE GOT A 'TFC' TA FOLLOWED IMMEDIATELY BY A 'CLB' RA. I (CAPT; FO WAS FLYING; USING AUTOPLT) HAD BEEN WATCHING THE CLOSURE AND WAS DISCONNECTING THE AUTOPLT AS WE GOT THE RA. I IMMEDIATELY ROLLED L TO ABOUT 60 DEGS BANK AND STOPPED DSCNT. I BELIEVE WE CAME WITHIN 1 NM LATERALLY AND 200 FT VERTLY. I ROLLED L ABOUT 90 DEGS AND THE RA SILENCED. WE ADVISED ATC OF OUR ACTION AND RA AND WERE GIVEN A VECTOR HDG TO REJOIN THE ARR TO RWY 13R AT DFW. IT WAS NOT MY INTENTION TO IGNORE THE RA AND NOT CLB. I WAS DISCONNECTING AND STARTING MY HARD ROLL TO THE L AS WE GOT THE RA. THE TURN WAS STEEP AND SHARP ENOUGH TO TAKE US OUT OF THE CLOSURE ENVELOPE AND STOP THE RA. I BRIEFLY NOTICED THE IVSI WAS SHOWING A RED ARC UP TO 6000 FPM.