B737-700 first officer reported encountering wake turbulence just before touchdown on sfo runway 28L...

Narrative:

I was the pilot flying on a visual approach to 28L. It was a typical sfo approach where I was slightly in trail of a heavy landing on 28R. I was told by ATC to keep him in sight and maintain a speed of 180 knots until 5 miles out. ATIS winds were 280/7 with no reports of wind shear. I used the ILS as a backup and was on localizer and glide slope. At around 400 feet the left quartering headwind shifted to a right quartering headwind. During the shift I lost a few knots of airspeed and dipped slightly below glide path. I applied power to get back on speed and on path. As I began to flare and slowly pull the power to idle; it felt like we flew through the wake of the heavy that had landed just ahead of us on 28R. I believe the wake drifted towards our runway due to the wind shift to a right quartering headwind. We got the wind shear aural alert but I was already in the flare with power moving towards idle and because I felt that the alert was the result of wake turbulence rather than environmental wind shear I chose to continue to a landing rather than to initiate the wind shear escape maneuver. We landed without incident and taxied to the gate.I felt that I made a safe call to continue to a landing. However; in hindsight I should have paid more heed to the wind shift and anticipated the potential wake encounter or I should have remained slightly above the glide path all the way in.

Original NASA ASRS Text

Title: B737-700 First Officer reported encountering wake turbulence just before touchdown on SFO Runway 28L from a heavy that was landing ahead of them on Runway 28R.

Narrative: I was the pilot flying on a visual approach to 28L. It was a typical SFO approach where I was slightly in trail of a heavy landing on 28R. I was told by ATC to keep him in sight and maintain a speed of 180 knots until 5 miles out. ATIS winds were 280/7 with no reports of wind shear. I used the ILS as a backup and was on localizer and glide slope. At around 400 feet the left quartering headwind shifted to a right quartering headwind. During the shift I lost a few knots of airspeed and dipped slightly below glide path. I applied power to get back on speed and on path. As I began to flare and slowly pull the power to idle; it felt like we flew through the wake of the heavy that had landed just ahead of us on 28R. I believe the wake drifted towards our runway due to the wind shift to a right quartering headwind. We got the wind shear aural alert but I was already in the flare with power moving towards idle and because I felt that the alert was the result of wake turbulence rather than environmental wind shear I chose to continue to a landing rather than to initiate the wind shear escape maneuver. We landed without incident and taxied to the gate.I felt that I made a safe call to continue to a landing. However; in hindsight I should have paid more heed to the wind shift and anticipated the potential wake encounter or I should have remained slightly above the glide path all the way in.

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.

Attributes
ACN	1369660
Time
Date	201607
Local Time Of Day	0601-1200
Place
Locale Reference	SFO.Airport
State Reference	CA
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B737-700
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Route In Use	Visual Approach
Flight Plan	IFR
Aircraft 2
Make Model Name	Heavy Transport
Operating Under FAR Part	Part 121
Flight Phase	Taxi
Flight Plan	IFR
Person 1
Function	First Officer Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Inflight Event / Encounter Wake Vortex Encounter

B737-700 first officer reported encountering wake turbulence just before touchdown on sfo runway 28L from a heavy that was landing ahead of them on runway 28R.