On the day of their arrival NOTAMS FOR SFO showed the following=
KSFO /SFO SAN FRANCISCO INTL
RUNWAY
1A1066/13
NAV ILS RWY 28R IM U/S
1A1051/13
RWY 28R ALS U/S
APPROACH PROCEDURE
1A1307/13 VALID: 1307061500 - 1307070300
SAN FRANCISCO VOR/DME SFO FREQ 115.8 MHZ CH105X OUT OF SERVICE
1A1246/13
ILS OR LOC Z RWY 28R, AMDT 11A...
ILS RWY 28R CAT II?III, AMDT 11A...
ILS OR LOC Z RWY 28L, AMDT 23A...
LDA/DME RWY 28R, AMDT 1A...
LDA PRM RWY 28R (SIMULTANEOUS CLOSE PARALLEL), AMDT 1A...
ILS PRM RWY 28L (SIMULTANEOUS CLOSE PARALLEL), AMDT 2...
PROCEDURE NA.
1A1065/13
LDA - LOCALIZER DIRECTIONAL AID RWY 28R GP U/S
1A1064/13
RWY 28R RVRT U/S
1A1062/13
ILS RWY 28R CAT 2/3 NOT AUTH.
1A1056/13
ILS RWY 28L GP U/S
1A1053/13
NAV ILS RWY 28R GP U/S
GP 28 L was U/S is has been for a while far as I know and there were aware of it but what I mentioned on the previous post big problem nowadays is that pilots , specially in the big Asian airlines had no exposure to non precision approaches in their career nor thear recurrent training emhesases much of it. Company policies discourage pilots to practise manual flying and normaly AP is not disengaged bellow 1000 or 500 ft. Those pilots actually never had a chance to learn good manual handling of the airplane not to mention non precision or visuall approach. Looks like long expecting and predicted result of those deficiencies in pilot training created this situation. PF probably got sucked into tunnel vision of the touch down point and without electronic path kept runway in the same place on the windshield......... Sad , it actually happen quite often to young FOs eaven with GP but its corrected by captain. In this case it should be at least 3 of them in the cockpit and at least one should of noticed......something wary wrong with their CRM