2022-04 · NASA ASRS report 1890488
B737-900 flight crew reported executing a go-around from approach to LAX after encountering wake turbulence from preceding aircraft.
We incurred an altitude deviation of about 500 ft. above our assigned altitude of 5;000 ft. The sequence of events are as follows:Visual approach to [Runway] 24R at LAX resulted in a go around at about 200 ft. due to wake turbulence from preceding aircraft. I was Pilot Monitoring. We climbed straight ahead to 2;000 ft. Followed MA procedures timely and accurately. We were then given direct SMO and climb to 5;000 ft. Reaching 5;000 ft. and established on direct course to SMO we were alerted to traffic at about 11 o'clock. As we made visual contact we received an RA to descend. The Captain followed to RA guidance to descend to about 4;000 ft. Once clear of conflict he began a climb back to 5;000 ft. I verified with SoCal that 5;000 ft. was the target altitude. Climbing through 4;500 ft. I called 500 ft. to go. The Captain acknowledged and was attempting to level off at 5;000 ft. We went through the altitude by 500 ft. and promptly returned to 5;000 ft. We then continued to set up for the next approach. During the recovery from the RA I was monitoring the outside traffic and the energy state of the aircraft. The initial recovery resulted in a high thrust setting and nose high pitch; too much for what was required for a 1;000 ft. climb. We both recognized this. Thus the Captain allowed the aircraft to climb through the altitude by 500 ft. rather than an abrupt level off that would have certainly been distressing to the crew and passengers. We returned immediately to 5;000 ft.; our assigned altitude. We were never behind the aircraft or missing anything procedurally. We were though very task saturated due to the rate at which these events did occur.During the climb back to 5;000 ft. the Captain engaged the autothrottle and the autopilot but due to the control forces on the yoke the autopilot never engaged. With time being critical this was enough to delay level off. I was monitoring many things but could have backed him up a bit better on energy management.
On climb out after a go around out of LAX; ATC issued a 'direct to SMO' clearance and a climb to 5;000 feet. In the turn we were given a traffic alert from ATC for VFR traffic. As we were about to level at 5;000 we got an RA descending us away from the traffic (RA report filed separately). When we reported the RA to ATC we were given the clearance 'climb to 5;000 [ft.] when clear'. After clear of conflict; we began a climb to 5;000 and I attempted to engage the autopilot and autothrust. The autothrust engaged but the autopilot did not; resulting in a high trust setting and a nose up pitch attitude. The FO (First Officer) and I both recognized the situation; I disconnected the autothrust and took over manual control of the aircraft; lowering the angle of attack. For passenger safety and comfort; as well as to avoid large negative G force; I applied slow; smooth; steady nose down pressure and reduced thrust; but the energy and rate of climb was too much. We ended up leveling at 5;700 before returning to 5;000. ATC did not query the altitude nor did we receive any additional TCAS alerts. No additional informationDue to the high workload and borderline chaotic environment; post go around caused by wake turbulence; post TCAS RA; I neglected to verify on the PFD (Primary Flight Display) that CMD was displayed. I believe I had inadvertent forward pressure on the control column which resulted in the autopilot not engaging. As soon as I realized my error I disconnected the autothrust and hand flew until straight and level.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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