Narrative:

Captain was flying the right base visual approach to 28R in san francisco. Norcal gave us a heading of 100 degrees down the bay; and then a slight turn towards the airport of 120 degrees just past the san mateo bridge. The weather was essentially clear and a million. We were descending through 6000 ft MSL; with a clearance for 4000 ft at the time. Norcal then called our traffic for 28L; a md-80; which was descending and located right around the dumbarton bridge; and they said the MD80 had been cleared for the tipp toe visual approach to 28L. I identified the aircraft visually; pointed it out to the captain; and we agreed that was the aircraft; and called it in sight. Norcal then turned us further towards 28R; approximately 200 degrees; cleared us for the visual approach to 28R; and told us to maintain visual separation with the MD80; all of which I read back. As the captain maneuvered towards 28R; the MD80 continued to get closer; and we got a traffic advisory from our TCAS; we never got a RA. I considered asking the captain if he would like to go TA only at that point like we often do on visuals at sfo; but reconsidered without saying anything; because the MD80's vector towards us looked a little too aggressive for my liking. Norcal asked the MD80 if they had us insight; and they said no. The MD80 continued to get closer; and eventually flew right over the top of us about 1000-1200 feet above us according to our TCAS--we were between 3000-3500 ft MSL and roughly 3-5 miles from the san mateo bridge at that point; even though we were well east of the 28R center line at that time. I told the captain at that point that maybe they were going to land at oakland; because it looked like they had no intention of turning towards sfo. Finally; they made a turn towards sfo and us; acquired us visually; and ended up about a 1/2 mile behind us; roughly 800 feet above us; and well right of us; even though they were supposed to be landing on 28L. I had them in sight at that point again after losing them after they flew over the top of us. At that point; norcal asked them again if they had us in sight; and what they wanted to do. They replied that they did have us insight now; but were uncertain how to proceed. Norcal initially tried to hand us over to tower next; and then rethought that plan; and then I responded by asking him if we could land on 28L since that was the safest way to proceed from that point; and let the MD80 land on 28R; since they were already on that side. Norcal agreed; cleared us for the visual approach to 28L; handed us to tower; and the rest of the approach and landing was uneventful. After the flight the captain learned from an ATC supervisor that only one norcal controller was on duty at the time; controlling both runways; instead of the normal two; one for 28L; and one for 28R. We felt that maybe that contributed to his inability to see that the MD80 was flying into our approach corridor until after the fact.

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Original NASA ASRS Text

Title: Air Carrier landing SFO cleared for a Visual Approach to Runway 28R observed an MD80 assigned Runway 28L overfly. The reporter suggested to ATC that the runway assignments be switched. ATC agreed.

Narrative: Captain was flying the right base Visual Approach to 28R in San Francisco. NORCAL gave us a heading of 100 degrees down the bay; and then a slight turn towards the airport of 120 degrees just past the San Mateo Bridge. The weather was essentially clear and a million. We were descending through 6000 FT MSL; with a clearance for 4000 FT at the time. NORCAL then called our traffic for 28L; a MD-80; which was descending and located right around the Dumbarton Bridge; and they said the MD80 had been cleared for the Tipp Toe Visual Approach to 28L. I identified the aircraft visually; pointed it out to the Captain; and we agreed that was the aircraft; and called it in sight. NORCAL then turned us further towards 28R; approximately 200 degrees; cleared us for the Visual Approach to 28R; and told us to maintain visual separation with the MD80; all of which I read back. As the Captain maneuvered towards 28R; the MD80 continued to get closer; and we got a traffic advisory from our TCAS; we never got a RA. I considered asking the Captain if he would like to go TA Only at that point like we often do on visuals at SFO; but reconsidered without saying anything; because the MD80's vector towards us looked a little too aggressive for my liking. NORCAL asked the MD80 if they had us insight; and they said no. The MD80 continued to get closer; and eventually flew right over the top of us about 1000-1200 feet above us according to our TCAS--we were between 3000-3500 FT MSL and roughly 3-5 miles from the San Mateo Bridge at that point; even though we were well East of the 28R center line at that time. I told the Captain at that point that maybe they were going to land at Oakland; because it looked like they had no intention of turning towards SFO. Finally; they made a turn towards SFO and us; acquired us visually; and ended up about a 1/2 mile behind us; roughly 800 feet above us; and well right of us; even though they were supposed to be landing on 28L. I had them in sight at that point again after losing them after they flew over the top of us. At that point; NORCAL asked them again if they had us in sight; and what they wanted to do. They replied that they did have us insight now; but were uncertain how to proceed. NORCAL initially tried to hand us over to tower next; and then rethought that plan; and then I responded by asking him if we could land on 28L since that was the safest way to proceed from that point; and let the MD80 land on 28R; since they were already on that side. NORCAL agreed; cleared us for the Visual Approach to 28L; handed us to tower; and the rest of the approach and landing was uneventful. After the flight the Captain learned from an ATC Supervisor that only one NORCAL controller was on duty at the time; controlling both runways; instead of the normal two; one for 28L; and one for 28R. We felt that maybe that contributed to his inability to see that the MD80 was flying into our approach corridor until after the fact.

Data retrieved from NASA's ASRS site as of April 2012 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.