Narrative:

On final approach to 28L; while configuring the for landing; the 'GPWS' master caution came on while the gear was in transit. The delay in configuration was cause by: crew high work load; last minute runway change; non-standard ATC instructions; out of sequence configuration due to slow traffic ahead and low fuel condition (extended hold/eminent diversion).while enroute to sfo ATC started issuing extended holding patterns due to a marine layer moving in over the bay area. Even though we had opted to add extra 1;000 pounds of fuel and flew very efficient profiles; we advised ATC of a possible diversion to sjc 12 minutes from our agreed 'bingo fuel.' approximately 11 minutes later; we were given vectors for approach to runway 28R at sfo. ATC issued us a fair amount of delay vectors putting us on a very long final for runway 28R. With our fuel now being 4;800 pounds; we verbally agreed on changing our alternate from sjc to oak. ATC had also vectored a slower moving traffic in front of us; and began issuing us very low approach speeds on long final; so considering our distance from the airport; and fuel situation; I elected to extend 'flaps 3' (out of sequence) and wait on the gear. As we approached the FAF; I called for: 'gear down; flaps full; and landing checklist.' as the captain reached for the gear handle; ATC issued a 'go-around'; which they recanted immediately and called us in sight (we had broken out of the layer seconds prior to ATC calling for the 'go-around'). With the slower traffic ahead and airport now insight; we requested the visual to runway 28L. ATC cleared us for both the visual; and for landing runway 28L. As I maneuvered for runway 28L; I called for: 'flaps full.' captain was entering the new runway in the FMS; after selecting flaps full; he reached for the gear lever while looking at me; and I nodded in agreement. He selected gear down and started to read the 'landing checklist'. Seconds later; with the gear still in transit; the 'GPWS' master activated. We both signaled to each other that we were comfortable continuing with the landing given we still had plenty of altitude; were stable; and now fully configured as the gear was now indicating down and locked. We proceeded to land uneventfully on runway 28L I suggest better dispatch fuel planning on evening flights to sfo. Marine layers seem to happen frequently even when not forecasted. More leeway on captain discretion to add fuel: (1;000 pounds) does not go very far on an A320. A go-around is at very best 2;000-2;500 pounds of burn. ATC avoiding to vector slower traffic in front of larger planes when holding has been issued and/or ATC has been made aware of light fuel load.

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Original NASA ASRS Text

Title: ATC put slower traffic ahead of an A320 on a Runway 28L ILS and while slowing for that traffic; Flaps 3 were selected causing an EGPWS warning because the gear was still up as ATC issued; then canceled a go-around.

Narrative: On final approach to 28L; while configuring the for landing; the 'GPWS' master caution came on while the gear was in transit. The delay in configuration was cause by: crew high work load; last minute runway change; non-standard ATC instructions; out of sequence configuration due to slow traffic ahead and low fuel condition (extended hold/eminent diversion).While enroute to SFO ATC started issuing extended holding patterns due to a marine layer moving in over the Bay Area. Even though we had opted to add extra 1;000 LBS of fuel and flew very efficient profiles; we advised ATC of a possible diversion to SJC 12 minutes from our agreed 'bingo fuel.' Approximately 11 minutes later; we were given vectors for approach to Runway 28R at SFO. ATC issued us a fair amount of delay vectors putting us on a very long final for Runway 28R. With our fuel now being 4;800 LBS; we verbally agreed on changing our alternate from SJC to OAK. ATC had also vectored a slower moving traffic in front of us; and began issuing us very low approach speeds on long final; so considering our distance from the airport; and fuel situation; I elected to extend 'Flaps 3' (out of sequence) and wait on the gear. As we approached the FAF; I called for: 'Gear Down; Flaps Full; and Landing Checklist.' As the Captain reached for the gear handle; ATC issued a 'go-around'; which they recanted immediately and called us in sight (we had broken out of the layer seconds prior to ATC calling for the 'go-around'). With the slower traffic ahead and airport now insight; we requested the visual to Runway 28L. ATC cleared us for both the visual; and for landing Runway 28L. As I maneuvered for Runway 28L; I called for: 'flaps full.' Captain was entering the new runway in the FMS; after selecting flaps full; he reached for the gear lever while looking at me; and I nodded in agreement. He selected gear down and started to read the 'Landing Checklist'. Seconds later; with the gear still in transit; the 'GPWS' master activated. We both signaled to each other that we were comfortable continuing with the landing given we still had plenty of altitude; were stable; and now fully configured as the gear was now indicating down and locked. We proceeded to land uneventfully on Runway 28L I suggest better dispatch fuel planning on evening flights to SFO. Marine layers seem to happen frequently even when not forecasted. More leeway on Captain discretion to add fuel: (1;000 LBS) does not go very far on an A320. A go-around is at very best 2;000-2;500 LBS of burn. ATC avoiding to vector slower traffic in front of larger planes when holding has been issued and/or ATC has been made aware of light fuel load.

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.