Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 16.0
Workload; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict
Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Procedure; Airport; Airspace Structure; Chart Or Publication
The Local Controller had been waiting a long time to get a Runway 28 Left departure hole where they could depart an aircraft. The parallel runway arrivals were showing up at the Final Approach Fix 200 knots plus ground speed; and reducing on final. Tower had asked for extra spacing help from TRACON.  The Local Controller had been able to get crossing arrivals to make room for Runway 28 Right arrivals to exit and that was about it. I observed a Runway 28 Left departure hole coming up and felt that it would be a good time for the departure to depart. I went off line to coordinate something and when I came back Aircraft Z was on Runway 28 Left; with the last visible Runway 28 Left arrival (Aircraft Y) bearing down. I thought okay this will work; until I realized they crossed Aircraft X at an Taxiway Delta. No way was it going to work now.At that exact time; I noticed; and advised Local Control; that Aircraft X was going around. With Aircraft X going around Runway 28 Right; and Aircraft Z now rolling Runway 28 Left with Aircraft Y coming in on final. I immediately went off line to coordinate both arrivals go-arounds with TRACON. Local Control was hoping it would work and had not issued Aircraft Y's go-around yet. Local Control said Aircraft X would be a 265 heading climbing to 3100 feet creating a crossover. I advised Aircraft X would be a 310 heading climbing to 3000 feet; with the Aircraft Z a straight out departure; and approval requested Aircraft Y a 265 heading climbing to 3100 feet. As Local Control heard me coordinate these; they sent Aircraft Y around and issued all the instructions that I had coordinated.  Wait for more space to get the departure out; it was one more arrival away.
We briefed the FMS Bridge Visual 28R SFO and had talked about the option of TA only for the approach. We discussed the problems of doing so; and about the protections lost. We felt it was safer to leave TA/RA selected as we do in normal operations. On intercept to final ATC advised us of traffic that would be on approach for the Left Runway. We had them in sight at the time and the Captain informed ATC of this and that we didn't feel we could maintain Visual Separation throughout the approach. At the time they were at our 8-9 o'clock position but looked as though they would be behind us on final. I hand flew the Approach and intercepted the PAPI when I had it in sight. This put us slightly high on the profile. At 1000 feet we had a TA/RA to climb. My Captain immediately said 'Go Around' and I executed the go around. We were subsequently vectored for a visual to the Left runway and without traffic wing to wing with us on approach.
Two aircraft were on approach to parallel runways. ATC placed an aircraft on the left runway to line up and wait. The arriving aircraft on the right runway initiated a go-around for an RA on the aircraft landing on the left runway. The departing aircraft did not depart in a timely manner so the arrival for the left runway was issued a go-around by Tower.