Narrative:

On flight to sfo. During the approach and landing phase the aircraft descended below 1000 ft and close to full scale deflection on the GS during VMC daylight conditions while on the FMS bridge visual to 28R. I was flying pilot and following the FD while slowing to 160kts and trying to maintain a position behind an aircraft on approach to 28L. I stopped the descent and climbed to about 1000ft making positive adjustments per SOP. At this point we received one GS aural warning. I then intercepted the GS and proceeded to land uneventfully.several factors contributed to this undesired state:1. The previous three days were single assignments starting early on the 28th; late on the 29th finishing early on the 30th; and then starting early on the 31st. All while maintaining long call reserve in-between and not knowing how to prepare in advance for the next days assignment. Fatigue was an issue as I was not able to fully recover from switching duty periods almost 12 hours different for the previous 3 days.2. Being new to the fleet; but being comfortable in the aircraft previously. Having the ap not intercepting the GS before intercepting the localizer is new to me and the aircraft contributed to this state. I do not know why the FD guidance guided me to this state as I was locked on and relying on it for guidance while focusing on the aircraft on 28L.this was a combination of fatigue; first time experiencing the GS not intercepting before the localizer; and high work load environment on parallel approaches.

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Original NASA ASRS Text

Title: Air carrier Captain on visual approach to SFO descended below glideslope by following incorrectly programmed FD bars. Fatigue was listed as a contributing factor.

Narrative: On flight to SFO. During the approach and landing phase the aircraft descended below 1000 ft and close to full scale deflection on the GS during VMC daylight conditions while on the FMS Bridge Visual to 28R. I was flying pilot and following the FD while slowing to 160kts and trying to maintain a position behind an aircraft on approach to 28L. I stopped the descent and climbed to about 1000ft making positive adjustments per SOP. At this point we received one GS aural warning. I then intercepted the GS and proceeded to land uneventfully.Several factors contributed to this undesired state:1. The previous three days were single assignments starting early on the 28th; late on the 29th finishing early on the 30th; and then starting early on the 31st. All while maintaining long call reserve in-between and not knowing how to prepare in advance for the next days assignment. Fatigue was an issue as I was not able to fully recover from switching duty periods almost 12 hours different for the previous 3 days.2. Being new to the fleet; but being comfortable in the aircraft previously. Having the AP not intercepting the GS before intercepting the Localizer is new to me and the aircraft contributed to this state. I do not know why the FD guidance guided me to this state as I was locked on and relying on it for guidance while focusing on the aircraft on 28L.This was a combination of fatigue; first time experiencing the GS not intercepting before the LOC; and high work load environment on parallel approaches.

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.