Narrative:

The flight was routine sfo-pdx. Ground control cleared us (frequency 121.8) to 'runway 1R via inner.' at about F intersection ground told us to monitor 124.25. We stopped on inner F waiting for large transport Y on inner to clear. I asked the controller on 124.25 if he wanted us to transition to the outer around large transport Y and the response 'air carrier identify you were cleared inner F outer.' this was not the case, but I made no comment. Shortly thereafter, the controller asked us if we could take 1L for takeoff. We could, but the end of 1L was now very close and the before takeoff checklist was not yet completed. During this time, I read the checklist, retuned frequency 120.5 tower, prepared the flight attendants for takeoff via PA system. When I looked up from the checklist the captain was proceeding onto runway 1L without clearance. Tower asked us then if we were cleared onto 1L and then cleared us for takeoff. This captain was new to 2 man crews (100 hours in large transport X) previously from a 3 man large transport Y crew. This was my second day with this captain. The day before, this captain 'rushed' us onto 22L at ord while I was receiving final weights and running checklists. This was a very normal thing for an large transport Y captain to do while the flight engineer was running final checklist. I have flown the large transport Y as flight engineer and have approximately 1600 hours in airline as 2 man crews. He essentially was operating the airplane by himself, taking me out of the 'loop.' there was no reason to 'rush' onto the runway, but for habit. As a contributing factor, ground did not identify the frequency 124.25 as another ground control frequency. The captain thought we had been handed over to tower frequency. When they asked us if we could 'take' 1L, the captain thought tower was clearing us onto 1L. My point here is that the clrncs and the communication from sfo ground at the time was unclr to say the least. Captain later called sfo tower chief, there was no conflict.

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Original NASA ASRS Text

Title: 2 MAN ACR LGT UNAUTHORIZED RWY ENTRY.

Narrative: THE FLT WAS ROUTINE SFO-PDX. GND CTL CLRED US (FREQ 121.8) TO 'RWY 1R VIA INNER.' AT ABOUT F INTXN GND TOLD US TO MONITOR 124.25. WE STOPPED ON INNER F WAITING FOR LGT Y ON INNER TO CLR. I ASKED THE CTLR ON 124.25 IF HE WANTED US TO TRANSITION TO THE OUTER AROUND LGT Y AND THE RESPONSE 'ACR IDENT YOU WERE CLRED INNER F OUTER.' THIS WAS NOT THE CASE, BUT I MADE NO COMMENT. SHORTLY THEREAFTER, THE CTLR ASKED US IF WE COULD TAKE 1L FOR TKOF. WE COULD, BUT THE END OF 1L WAS NOW VERY CLOSE AND THE BEFORE TKOF CHKLIST WAS NOT YET COMPLETED. DURING THIS TIME, I READ THE CHKLIST, RETUNED FREQ 120.5 TWR, PREPARED THE FLT ATTENDANTS FOR TKOF VIA PA SYS. WHEN I LOOKED UP FROM THE CHKLIST THE CAPT WAS PROCEEDING ONTO RWY 1L WITHOUT CLRNC. TWR ASKED US THEN IF WE WERE CLRED ONTO 1L AND THEN CLRED US FOR TKOF. THIS CAPT WAS NEW TO 2 MAN CREWS (100 HRS IN LGT X) PREVIOUSLY FROM A 3 MAN LGT Y CREW. THIS WAS MY SECOND DAY WITH THIS CAPT. THE DAY BEFORE, THIS CAPT 'RUSHED' US ONTO 22L AT ORD WHILE I WAS RECEIVING FINAL WTS AND RUNNING CHKLISTS. THIS WAS A VERY NORMAL THING FOR AN LGT Y CAPT TO DO WHILE THE FLT ENGINEER WAS RUNNING FINAL CHKLIST. I HAVE FLOWN THE LGT Y AS FLT ENGINEER AND HAVE APPROX 1600 HRS IN AIRLINE AS 2 MAN CREWS. HE ESSENTIALLY WAS OPERATING THE AIRPLANE BY HIMSELF, TAKING ME OUT OF THE 'LOOP.' THERE WAS NO REASON TO 'RUSH' ONTO THE RWY, BUT FOR HABIT. AS A CONTRIBUTING FACTOR, GND DID NOT IDENT THE FREQ 124.25 AS ANOTHER GND CTL FREQ. THE CAPT THOUGHT WE HAD BEEN HANDED OVER TO TWR FREQ. WHEN THEY ASKED US IF WE COULD 'TAKE' 1L, THE CAPT THOUGHT TWR WAS CLRING US ONTO 1L. MY POINT HERE IS THAT THE CLRNCS AND THE COM FROM SFO GND AT THE TIME WAS UNCLR TO SAY THE LEAST. CAPT LATER CALLED SFO TWR CHIEF, THERE WAS NO CONFLICT.

Data retrieved from NASA's ASRS site as of July 2007 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.