Narrative:

Seattle center issued a descend via hawkz 6 arrival. I had programmed and briefed the ILS 16R approach into ksea prior to top of descent. Seattle approach was contacted and then we were assigned the ILS 16L approach. My approach plate binder came apart; 'exploded'; so I had the first officer (first officer) program the ILS 16L approach while I looked for the ILS 16L approach plate. After the first officer programmed the ILS 16L approach; I noticed the hawkz 6 arrival had dropped out of the FMC. I requested a heading and altitude assignment; which seattle approach issued. Once the HAWKZ6 arrival was reprogrammed; we notified seattle approach. Seattle approach cleared us to cofay and cleared us to resume the arrival. I had the first officer brief the ILS 16L; by now I found my ILS 16L approach plate. I verified the ILS 16L frequency and inbound course was entered correctly in the ILS control head. Ksea weather was wind 12009 knots; 8 miles visibility 2;300 broken; 8;000 broken; 10;000 overcast; -1/-3 temp/dew point; altimeter 30.20. Seattle approach issued a heading to join the final and cleared us for the ILS 16L approach. The flight director and autopilot captured the localizer and GS. The first officer stated there was an 'ILS frequency tune' error in the scratchpad and noticed that the FMC had the ILS 16R approach programmed. The ILS receiver was properly tuned to the ILS 16L. By now; I could see the runways and had the first officer turn off the flight directors (FD) and I turned off the autopilot and preceded with raw data to 16L. My reason for turning off the fds and autopilot was that if we had to go miss approach we would need to fly the missed approach manually since the FMC had the ILS 16R approach programmed. The first officer asked me if we should go missed; I cross checked the raw data which was correct and coincided with the visual I had for 16L. I elected to continue the approach.we had completed the before landing check; except for the final flap setting of 25. ATC had issued 170 knots until a 5-mile final. I thought we had completed the final flap setting of 25. Once below 1000 feet the first officer noticed we were in an unstable condition (flaps still at 20) and called 'go around'. We initiated the miss approach. ATC vectored us for another ILS 16L approach. We took the time to verify the correct approach was loaded in the FMC and completed the approach and landing successfully.I did not sufficiently crosscheck the FMC programming with the approach plate (which I normally do) last minute changes can be confusing and bite you! I was comfortable with the raw data approach; with the visual conditions; [but] the first officer was not. The first officer properly asked about going missed approach (if in doubt go missed approach). The first officer said the magic words 'go around'; which is correct. Nothing wakens you more than those simple two words 'go around'.

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Original NASA ASRS Text

Title: Air carrier flight crew reported difficulties in managing the automation during an ILS approach.

Narrative: Seattle Center issued a descend via HAWKZ 6 arrival. I had programmed and briefed the ILS 16R approach into KSEA prior to top of descent. Seattle Approach was contacted and then we were assigned the ILS 16L approach. My approach plate binder came apart; 'exploded'; so I had the First Officer (FO) program the ILS 16L approach while I looked for the ILS 16L approach plate. After the FO programmed the ILS 16L approach; I noticed the HAWKZ 6 arrival had dropped out of the FMC. I requested a heading and altitude assignment; which Seattle Approach issued. Once the HAWKZ6 arrival was reprogrammed; we notified Seattle Approach. Seattle Approach cleared us to COFAY and cleared us to resume the arrival. I had the FO brief the ILS 16L; by now I found my ILS 16L approach plate. I verified the ILS 16L frequency and inbound course was entered correctly in the ILS control head. KSEA weather was wind 12009 knots; 8 miles visibility 2;300 broken; 8;000 broken; 10;000 overcast; -1/-3 temp/dew point; altimeter 30.20. Seattle Approach issued a heading to join the final and cleared us for the ILS 16L approach. The flight director and autopilot captured the LOC and GS. The FO stated there was an 'ILS FREQ TUNE' error in the scratchpad and noticed that the FMC had the ILS 16R approach programmed. The ILS receiver was properly tuned to the ILS 16L. By now; I could see the runways and had the FO turn off the Flight Directors (FD) and I turned off the Autopilot and preceded with RAW data to 16L. My reason for turning off the FDs and Autopilot was that if we had to go miss approach we would need to fly the missed approach manually since the FMC had the ILS 16R approach programmed. The FO asked me if we should go missed; I cross checked the RAW data which was correct and coincided with the visual I had for 16L. I elected to continue the approach.We had completed the before landing check; except for the final flap setting of 25. ATC had issued 170 knots until a 5-mile final. I thought we had completed the final flap setting of 25. Once below 1000 feet the FO noticed we were in an unstable condition (flaps still at 20) and called 'Go Around'. We initiated the miss approach. ATC vectored us for another ILS 16L approach. We took the time to verify the correct approach was loaded in the FMC and completed the approach and landing successfully.I did not sufficiently crosscheck the FMC programming with the approach plate (which I normally do) last minute changes can be confusing and bite you! I was comfortable with the raw data approach; with the visual conditions; [but] the FO was not. The FO properly asked about going missed approach (if in doubt go missed approach). The FO said the magic words 'Go Around'; which is correct. Nothing wakens you more than those simple two words 'Go Around'.

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.