Air carrier flight crew reported a conflict after landing at SFO airport requiring the Captain to immediately stop the aircraft. The conflicting aircraft was sent on a go-around.
Synopsis
Air carrier flight crew reported a conflict after landing at SFO airport requiring the Captain to immediately stop the aircraft. The conflicting aircraft was sent on a go-around.
Narrative
This is kind of a two part report regarding approach and runway crossing in SFO. We briefed the arrival into SFO before TOD and made sure to talk about the alert bulletin regarding SFO FMS Bridge Visual. NORCAL assigned us the FMS Bridge Visual for 28R as expected and briefed. We were vectored off the BDEGA arrival and onto a downwind over the bay for the FMS Bridge Visual 28R. NORCAL started to turn us in to join the FMS Bridge Visual but then simply stated 'join the Localizer 28R and to look for pairing traffic.' This was a surprise to us as we were told and anticipated the FMS Bridge Visual. Caused a busy moment in the flight deck as we clarified which approach and were descending; turning and looking for traffic all at once. In order to make things simpler the CA asked NORCAL for just a regular Visual Approach for 28R which was granted and flown. After a safe approach and landing SFO Tower told us to 'Roll to Quebec and cleared to cross 28L and contact ground.' As we started to cross 28L multiple red lights illuminated on the runway. CA saw it immediately and stopped and queried tower. They confirmed we were cleared to cross and at the same time sent Aircraft Y flight on approach for 28L around. Shortly after the red stop lights extinguished and we continued to cross without incident.
Second reporter narrative
I was the relief pilot in the primary jumpseat. Arriving on the BDEGA.4 STAR; at approximately 11000'; we were assigned the FMS Bridge visual 28R via vectors. The flying crew had previously input ILS 28L into the FMC; so the pilot monitoring (Capt) installed the FMS Bridge 28R approach into the FMC. NORCAL approach continued to vector us on a right downwind to 28R. At approximately 10 miles from the runway; we were given a turn to base leg and a descent. We were slightly high on energy at this point as we didn't expect an early turn and the PF worked to get us down. On the turn to dogleg; the controller told us to descend further and intercept the LOC 28R for the visual approach. We were prepared to fly the FMS Bridge as previously assigned. We called the airport in sight and we were cleared for the visual approach 28R; via the 28R localizer. Also in the turn to dogleg; the controller asked us to identify traffic to follow to 28L. There was much confusion; but the pilot monitoring was able to install the ILS 28R into the FMS and the Pilot Flying (PF) was able to manage the descent and turn/intercept and fly the approach. The PM; (Capt); was ZZZ1 based; and only slightly familiar with the FMS Bridge procedures. He queried the controller about flying the 'visual' and ATC said yes; you're cleared the visual approach (via the localizer; which wasn't installed). Once we were established on final; everything was normal. After a very long international flight (14:33 flight time); and on duty for over 16 hrs; the fatigue level and workload performance are very challenging. The flying crew did a fine job in handling the quick approach change and confusing clearances.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.