Narrative:

We had briefed extensively before descent the ATIS advertised ILS to runway 28R with special emphasis on closely spaced simultaneous parallel approach on 28L. Upon first contact with norcal TRACON; we were assigned the lda prm to 28R. We scrambled to brief the 2 page approach which had many steps that were not part of our normal SOP. Norcal cleared us to follow course only and assigned us 210 knots. Norcal kept stepping us down to next lower altitude right at fatus; hegot; wasop; respectively instead of clearing us for the approach. Once inside of wasop (13 DME) norcal finally slowed us to 180kts and then cleared us for the approach. We dropped the gear and slowed but we couldn't get to 3000 ft by miuke. With parallel traffic less than 2 miles on TCAS display; norcal slowed us to 160 kts. By this point we went IMC and needed 2000 fpm descent from 3000 to 1800 feet but we still had not reached assigned speed of 160 kts. I elected to execute a go around because of our un-stabilized condition and descent into IMC with traffic too close. When executing our go around I called for flap 3 (which they were already there) and then called for gear up. I watched the captain put his hand on the gear handle and had processed that he heard my call. At the same time norcal instructed us to fly runway heading 280 vice the hard right turnout to 030. I had already started my right turn; so the change in course (toward the parallel traffic) I believe distracted the captain from actually raising the gear and then I became fixated on traffic separation; course correction; and not over-speeding the flaps. After reaching 4000 we discussed that it sounded like the gear doors were still open but nothing on the wheels page seemed unusual. We continued to fly around the bay unknowingly with the gear down at 210 kts and scrambling to brief the ILS prm runway 28L (another 2 page brief). Once we turned final I realized that the gear was still down. We continued this approach without any other errors. I believe the close proximity of the parallel traffic; unannounced lda prm assignment; and the poor IFR speed assignments were factors contributing to our error with the gear on the go around.

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Original NASA ASRS Text

Title: A flight crew was cleared for an approach different from the one they had briefed. They were able to complete the new briefing but were high and fast on final and executed a go-around. On the go-around both pilots thought the gear had been raised but it was not. Task saturation was a factor in their confusion.

Narrative: We had briefed extensively before descent the ATIS advertised ILS to runway 28R with special emphasis on closely spaced simultaneous parallel approach on 28L. Upon first contact with NORCAL TRACON; we were assigned the LDA PRM to 28R. We scrambled to brief the 2 page approach which had many steps that were not part of our normal SOP. NORCAL cleared us to follow course only and assigned us 210 knots. NORCAL kept stepping us down to next lower altitude right at FATUS; HEGOT; WASOP; respectively instead of clearing us for the approach. Once inside of WASOP (13 DME) NORCAL finally slowed us to 180kts and then cleared us for the approach. We dropped the gear and slowed but we couldn't get to 3000 ft by MIUKE. With parallel traffic less than 2 miles on TCAS display; NORCAL slowed us to 160 kts. By this point we went IMC and needed 2000 fpm descent from 3000 to 1800 feet but we still had not reached assigned speed of 160 kts. I elected to execute a go around because of our un-stabilized condition and descent into IMC with traffic too close. When executing our go around I called for flap 3 (which they were already there) and then called for gear up. I watched the Captain put his hand on the gear handle and had processed that he heard my call. At the same time NORCAL instructed us to fly runway heading 280 vice the hard right turnout to 030. I had already started my right turn; so the change in course (toward the parallel traffic) I believe distracted the captain from actually raising the gear and then I became fixated on traffic separation; course correction; and not over-speeding the flaps. After reaching 4000 we discussed that it sounded like the gear doors were still open but nothing on the wheels page seemed unusual. We continued to fly around the bay unknowingly with the gear down at 210 kts and scrambling to brief the ILS PRM RWY 28L (another 2 page brief). Once we turned final I realized that the gear was still down. We continued this approach without any other errors. I believe the close proximity of the parallel traffic; unannounced LDA PRM assignment; and the poor IFR speed assignments were factors contributing to our error with the gear on the go around.

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.