Narrative:

Incident occurred on sfo FMS bridge visual to runway 28R. First officer has recently completed IOE and had not yet consolidated; so was prohibited from taking off or landing at sfo. Captain allowed first officer to fly the STAR to practice VNAV descents and took the aircraft once it was established on final; (runway 28R FMS bridge visual). As the aircraft was vectored to intercept the final course; a TCAS traffic warning sounded for traffic intercepting final for runway 28R and quickly went away. Captain and first officer were visual with the traffic; which was intercepting final for runway 28L. First officer was still flying as the aircraft turned to intercept final using LNAV; while the captain monitored the traffic; which was now established on final for runway 28L and very close.both pilots were distracted by the proximity of the traffic and the fact that the aircraft was belly up to the traffic on the turn to final; making it hard to visually clear; but also recognized that the aircraft needed to slow down. First officer called for flaps 10 at approximately 208-210 kts. IAS; captain moved the flap handle then both pilots verbalized that the flaps 10 speed was 205 - the captain immediately moved the flap handle back into the flaps 5 position as it appeared that the flaps had not yet started moving. After this the captain took the controls and configured normally for the approach; calling the field in sight while monitoring the traffic on runway 28L final.at approximately 1;500 feet; the captain called for the landing checklist and both pilots saw that the flaps were still at 5 degrees. The captain elected to go-around and directed the first officer to call tower for missed approach instructions. The first officer never heard any go-around callouts so the go-around was non-standard.once the first officer told tower that the AC was going around; ATC replied with a barrage of instructions and questions; so it's likely that the first officer did not hear the captain's callouts. Once the aircraft was leveled off at 5;000 feet and stable; the captain announced that the gear was still down. The first officer and captain decided to leave it down since the aircraft had been turned for a downwind approach for runway 28L and would be ready for a turn to final soon.the captain flew the aircraft and the first officer got in the QRH. The crew ran the flaps - trailing edge flap disagree checklist. The flap moved up with no problems so the crew called the checklist complete and 'proceeded normally' per the checklist. The captain briefed the ILS runway 28L approach; the first officer requested vectors to final with ATC. The captain configured normally and made an uneventful approach and landing.

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Original NASA ASRS Text

Title: B737 flight crew reported becoming distracted; resulting in an unstabilized approach followed by a go-around.

Narrative: Incident occurred on SFO FMS Bridge Visual to Runway 28R. First Officer has recently completed IOE and had not yet consolidated; so was prohibited from taking off or landing at SFO. Captain allowed First Officer to fly the STAR to practice VNAV descents and took the aircraft once it was established on final; (Runway 28R FMS Bridge Visual). As the aircraft was vectored to intercept the final course; a TCAS traffic warning sounded for traffic intercepting final for Runway 28R and quickly went away. Captain and First Officer were visual with the traffic; which was intercepting final for Runway 28L. First Officer was still flying as the aircraft turned to intercept final using LNAV; while the Captain monitored the traffic; which was now established on final for Runway 28L and very close.Both pilots were distracted by the proximity of the traffic and the fact that the aircraft was belly up to the traffic on the turn to final; making it hard to visually clear; but also recognized that the aircraft needed to slow down. First Officer called for flaps 10 at approximately 208-210 kts. IAS; Captain moved the flap handle then both pilots verbalized that the Flaps 10 speed was 205 - the Captain immediately moved the flap handle back into the flaps 5 position as it appeared that the flaps had not yet started moving. After this the Captain took the controls and configured normally for the approach; calling the field in sight while monitoring the traffic on Runway 28L final.At approximately 1;500 feet; the Captain called for the landing checklist and both pilots saw that the flaps were still at 5 degrees. The Captain elected to go-around and directed the First Officer to call Tower for missed approach instructions. The First Officer never heard any Go-around callouts so the go-around was non-standard.Once the First Officer told tower that the AC was going around; ATC replied with a barrage of instructions and questions; so it's likely that the First Officer did not hear the Captain's callouts. Once the aircraft was leveled off at 5;000 feet and stable; the Captain announced that the gear was still down. The First Officer and Captain decided to leave it down since the aircraft had been turned for a downwind approach for Runway 28L and would be ready for a turn to final soon.The Captain flew the aircraft and the First Officer got in the QRH. The crew ran the FLAPS - TRAILING EDGE FLAP DISAGREE checklist. The flap moved up with no problems so the crew called the checklist complete and 'proceeded normally' per the checklist. The Captain briefed the ILS Runway 28L approach; the First Officer requested vectors to final with ATC. The Captain configured normally and made an uneventful approach and landing.

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.