Narrative:

Due to traffic we were receiving many vectors and altitude/speed restrictions from ATC that were not published on the DYAMD3 arrival. Trying to comply with these restrictions distracted us and we failed to do the approach checklist. Consequently I failed to tune the ILS frequency that was in the standby window. We were vectored to intercept the approach approximately 3 miles outside of axmul on the ILS 28R approach. Our last assigned altitude at the time was 3000 feet. The intercept was accomplished in LNAV; and because we were high on the path; in order to avoid the aircraft from ducking down to the glide slope I instructed my first officer to set 1800 feet in the window and planned to use level change to intercept the glide slope. Field conditions at the time were approximately 900 ft overcast so we were IMC. Because I had failed to tune the ILS frequency I mistakenly interpreted my display to be the glide slope instead of the path which still showed us to be a little high outside of axmul at 1800 ft. We were in a 30 degree flaps landing configuration by then. Because I had failed to tune the ILS selection of the app mode did nothing and the aircraft leveled off at 1800. At that point it became obvious to both of us that something was not right and a go around was initiated. I however was not prepared for the amount of nose up trim the autopilot had put in; so when the autopilot disconnected the nose pitched up more than I was prepared for and we got an airspeed low warning. We recovered; continued the go around and the subsequent approach was conducted without further incident.

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Original NASA ASRS Text

Title: B737 flight crew reported executing a go-around after track and speed deviations resulted when they encountered distractions and high workload on approach to SFO.

Narrative: Due to traffic we were receiving many vectors and altitude/speed restrictions from ATC that were not published on the DYAMD3 arrival. Trying to comply with these restrictions distracted us and we failed to do the approach checklist. Consequently I failed to tune the ILS frequency that was in the standby window. We were vectored to intercept the approach approximately 3 miles outside of AXMUL on the ILS 28R approach. Our last assigned altitude at the time was 3000 feet. The intercept was accomplished in LNAV; and because we were high on the path; in order to avoid the aircraft from ducking down to the glide slope I instructed my FO to set 1800 feet in the window and planned to use level change to intercept the glide slope. Field conditions at the time were approximately 900 ft overcast so we were IMC. Because I had failed to tune the ILS frequency I mistakenly interpreted my display to be the glide slope instead of the path which still showed us to be a little high outside of AXMUL at 1800 ft. We were in a 30 degree flaps landing configuration by then. Because I had failed to tune the ILS selection of the APP mode did nothing and the aircraft leveled off at 1800. At that point it became obvious to both of us that something was not right and a go around was initiated. I however was not prepared for the amount of nose up trim the autopilot had put in; so when the autopilot disconnected the nose pitched up more than I was prepared for and we got an airspeed low warning. We recovered; continued the go around and the subsequent approach was conducted without further incident.

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.