Narrative:

I was the pilot not flying and we were on final at sfo runway 28R. We were on a visual approach and heard tower clear another aircraft for takeoff on runway 01R. I pointed this out to the captain and we both began to monitor his progress as we were on short final. We agreed it looked pretty tight but would probably work out. Tower then cleared another aircraft to takeoff on runway 01L. We were now on a very short final and knew the spacing would not work; but before we could relay our concern to tower he canceled the takeoff clearance for the aircraft on runway 01L. We were still monitoring the aircraft on runway 01R and approaching 500 ft we realized the spacing was going to be too close. This is when tower directed a go-around. We began the go-around and tower directed us to fly a 280 heading. The captain; while hand flying; spun in the 280 heading and pressed heading select. He then followed the flight director as we began to clean up. A few seconds later tower relayed the heading again and that is when I realized we were on a 310 heading following the published missed approach. I pointed this out to the captain and he was a little confused. We quickly returned to the correct heading. We were only on the incorrect heading momentarily and did not appear to be a conflict with any traffic. We were vectored around again for an uneventful landing on runway 28L. We discussed the heading error later and noted that on the B737 the aircraft will not come out of the approach mode unless the FD's are turned off and then back on or another ILS frequency is selected; etc. Pressing the heading hold button is not effective here.ATC tower should not schedule takeoffs and landings on crossing runways with spacing that tight. A heavy aircraft on a hot day may accelerate considerably slower [than planned]. Also; ATC should realize that during a go-around the pilots have a high workload and can become task saturated when they are giving multiple clearances while the aircraft is still trying to clean up and accelerate.

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Original NASA ASRS Text

Title: B737 First Officer landing Runway 28L at SFO describes a conflict with traffic departing Runway 1R that results in a go around.

Narrative: I was the pilot not flying and we were on final at SFO Runway 28R. We were on a visual approach and heard Tower clear another aircraft for takeoff on Runway 01R. I pointed this out to the Captain and we both began to monitor his progress as we were on short final. We agreed it looked pretty tight but would probably work out. Tower then cleared another aircraft to takeoff on Runway 01L. We were now on a very short final and knew the spacing would not work; but before we could relay our concern to Tower he canceled the takeoff clearance for the aircraft on Runway 01L. We were still monitoring the aircraft on Runway 01R and approaching 500 FT we realized the spacing was going to be too close. This is when Tower directed a go-around. We began the go-around and Tower directed us to fly a 280 heading. The Captain; while hand flying; spun in the 280 heading and pressed heading select. He then followed the flight director as we began to clean up. A few seconds later Tower relayed the heading again and that is when I realized we were on a 310 heading following the published missed approach. I pointed this out to the Captain and he was a little confused. We quickly returned to the correct heading. We were only on the incorrect heading momentarily and did not appear to be a conflict with any traffic. We were vectored around again for an uneventful landing on Runway 28L. We discussed the heading error later and noted that on the B737 the aircraft will not come out of the approach mode unless the FD's are turned off and then back on or another ILS frequency is selected; etc. Pressing the heading hold button is not effective here.ATC Tower should not schedule takeoffs and landings on crossing runways with spacing that tight. A heavy aircraft on a hot day may accelerate considerably slower [than planned]. Also; ATC should realize that during a go-around the pilots have a high workload and can become task saturated when they are giving multiple clearances while the aircraft is still trying to clean up and accelerate.

Data retrieved from NASA's ASRS site as of July 2013 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.