Narrative:

Sfo ground control assigned runway 28L to us on taxi-out. While #1 holding short of 28L for departure; tower clears us to taxi across 28L and hold short of 28R. First officer (first officer) verbally confirms with tower 28R is our new departure runway. Crossing 28L approach end; taxing north on taxiway C and at the hold short line of runway 28R; first officer visually observes an aircraft on short final which appears lined up on runway 28R. We immediately get tower instructions to line up and wait; runway 28R. Captain taxi's our aircraft across hold short line. First officer asks tower to confirm the aircraft on short final (B767) is lined up for and cleared to land on runway 28L. Tower confirms. First officer; observing the B767; believes this aircraft is lined up on 28R and transmits; 'really?!' tower immediately instructs the B767 to go around. Captain announces to me intention to continue taxing north; across 28R and clear of the runway. He never stopped; aircraft was always moving north. We clear 28R as the B767 roars behind us on go-around. The B767 was indeed lined up for and would have landed on 28R. The B767 approximate altitude when go-around initiated-200 ft. AGL. In my opinion; contributing factors were:the airport winds were approximately 170/20g24 which resulted in large crab-angles of approaching aircraft. These large crab angles made it difficult to tell which runway approaching aircraft were lined up on.sfo was using only runways 28L and 28R for both departures and arrivals. This made communications potentially confusing as tower was switching assigned runways for departures and arrivals with little notice.

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Original NASA ASRS Text

Title: After initially being cleared to taxi to Runway 28L at SFO; an A320 crew is instructed to cross Runway 28L then to line up and wait on Runway 28R. A B767 on final appears to the First Officer to be lined up for 28R; so the Tower is queried. Tower responds that the B767 is lined up for 28L. The A320 crew elects to continue across 28R as the Tower issues a go-around to the B767.

Narrative: SFO ground control assigned RWY 28L to us on taxi-out. While #1 holding short of 28L for departure; tower clears us to taxi across 28L and hold short of 28R. First Officer (FO) verbally confirms with tower 28R is our new departure runway. Crossing 28L approach end; taxing North on taxiway C and at the hold short line of runway 28R; FO visually observes an aircraft on short final which appears lined up on runway 28R. We immediately get tower instructions to line up and wait; runway 28R. Captain taxi's our aircraft across hold short line. FO asks tower to confirm the aircraft on short final (B767) is lined up for and cleared to land on runway 28L. Tower confirms. FO; observing the B767; believes this aircraft is lined up on 28R and transmits; 'Really?!' Tower immediately instructs the B767 to go around. Captain announces to me intention to continue taxing North; ACROSS 28R and clear of the runway. He never stopped; aircraft was always moving north. We clear 28R as the B767 roars behind us on go-around. The B767 was indeed lined up for and would have landed on 28R. The B767 approximate altitude when go-around initiated-200 ft. AGL. In my opinion; contributing factors were:The airport winds were approximately 170/20G24 which resulted in large crab-angles of approaching aircraft. These large crab angles made it difficult to tell which runway approaching aircraft were lined up on.SFO was using only runways 28L and 28R for both departures and arrivals. This made communications potentially confusing as tower was switching assigned runways for departures and arrivals with little notice.

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.