Narrative:

Captain flying pilot and I was the first officer pilot not flying; cleared modesto 5 arrival into sfo. Checking into norcal [cleared to] expect to intercept the 095 sfo radial to intercept the [runway] 28R localizer. Set and briefed this. Discussing how we were going to intercept and running descent checklist. Approximately 2 miles from cedes given a turn to 190; slow to 200; descent to 8;000 expect FMS bridge visual 28R; expect direct archi. Captain started descent and turn. Captain [was] looking for the approach. He tried several approaches. I told him to fly and I would do the box. [I] stopped the checklists [and] tried to find the approach. We decided to enter in points manually; typing them in [while] ensuring correct vertical and lateral tracks. Configuring. Looking for parallel traffic; bridge and airport; I ensured both sides set up with 28R ILS. [I] noticed somewhere between 1;000-800 ft approach speed not in box [so I] entered it into box. Looked back captain was low on the glideslope. Called out low. Glideslope warning went off shortly after. Captain correcting glideslope; [I] told him to add power as we were on speed and know the autothrottles slow. Last looked at 583 [MSL and] we were stabilized. Landing and rollout [were] uneventful.with had no idea the new ATIS would allow the FMS bridge visual 28R to be conducted. We were behind. If it was on ATIS; we would have better prepared and discussed possibility of getting this. Instead with multiple 28R approaches it was easier said than done to select correct one on short notice. Checklist was stopped to ensure we were navigating points correctly both laterally and vertically. My normal habits were stopped. Compounding this was we were trying to locate traffic; bridge; and airport. I didn't not know captain missing information in the HUD until after landing. He only verbalized later. This may have clued me into missing ref speed earlier. Not sure why captain got low. He was on path. I looked away and he was low. I was looking outside and at the raw data which is what I normally utilize on a visual. He later stated he was looking outside as well. When on glidepath to 28R it can look visually high coming in over the water. Not sure if this visual illusion caused him to sink below. We corrected. Speed was always maintained at vref to the best of my knowledge throughout despite missing ref speed.

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Original NASA ASRS Text

Title: A B737-800 flight crew; flummoxed by the need to process and program three unique approach clearances to Runway 28R at SFO got low and may have been slow on the approach while both pilots were engaged in attempting to manually program the last of the three clearances.

Narrative: Captain flying pilot and I was the First Officer pilot not flying; cleared Modesto 5 arrival into SFO. Checking into NorCal [cleared to] expect to intercept the 095 SFO radial to intercept the [Runway] 28R localizer. Set and briefed this. Discussing how we were going to intercept and running descent checklist. Approximately 2 miles from CEDES given a turn to 190; slow to 200; descent to 8;000 expect FMS Bridge Visual 28R; expect direct ARCHI. Captain started descent and turn. Captain [was] looking for the approach. He tried several approaches. I told him to fly and I would do the box. [I] stopped the checklists [and] tried to find the approach. We decided to enter in points manually; typing them in [while] ensuring correct vertical and lateral tracks. Configuring. Looking for parallel traffic; bridge and airport; I ensured both sides set up with 28R ILS. [I] noticed somewhere between 1;000-800 FT approach speed not in box [so I] entered it into box. Looked back Captain was low on the glideslope. Called out low. Glideslope warning went off shortly after. Captain correcting glideslope; [I] told him to add power as we were on speed and know the autothrottles slow. Last looked at 583 [MSL and] we were stabilized. Landing and rollout [were] uneventful.With had no idea the new ATIS would allow the FMS Bridge Visual 28R to be conducted. We were behind. If it was on ATIS; we would have better prepared and discussed possibility of getting this. Instead with multiple 28R approaches it was easier said than done to select correct one on short notice. Checklist was stopped to ensure we were navigating points correctly both laterally and vertically. My normal habits were stopped. Compounding this was we were trying to locate traffic; bridge; and airport. I didn't not know Captain missing information in the HUD until after landing. He only verbalized later. This may have clued me into missing ref speed earlier. Not sure why Captain got low. He was on path. I looked away and he was low. I was looking outside and at the raw data which is what I normally utilize on a visual. He later stated he was looking outside as well. When on glidepath to 28R it can look visually high coming in over the water. Not sure if this visual illusion caused him to sink below. We corrected. Speed was always maintained at Vref to the best of my knowledge throughout despite missing ref speed.

Data retrieved from NASA's ASRS site 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.