2024-06 · NASA ASRS report 2140339
B747-400 flight crew reported executing a low altitude go-around at ORD after encountering wake turbulence from a preceding B787.
A standard; stable approach to Runway 10C at ORD became unstable upon reaching the threshold; resulting in a low level go around. ATC advised the preceding aircraft was a Boeing 787 and cautioned for possible wake turbulence. At 1000AFE on the approach the (our) aircraft was on path; configured; and on speed with all checklists complete. As we passed through 200 feet a slight increase in sink rate accompanied a slow negative trend in airspeed. As I (Captain; pilot monitoring) was about to call 'airspeed; slightly low' the aircraft's GPWS system gave the aural warning 'SINK RATE' 'SINK RATE'. Given the late stage of the approach and the excessive sink rate combined with the low energy state of the aircraft I elected to call a Go - Around. The first officer (pilot flying) immediately executed a go-around per SOP. VNAV was the mode selected at 1;000 feet. On initial climbout out ATC instructed us to level at 2;500 feet and fly a heading. Prior to level off at 2;500 feet ATC then issued a new clearance to a new heading and to climb to 6;000 feet. After verifying 6;000 feet in the Mode Control (MCP) I observed that we had then leveled in 'VNAV ALT' at 2;500 feet and instructed the First Officer to select altitude intervene; but this took a moment as ATC was again giving further headings/frequency change; etc. The aircraft subsequently leveled once more momentarily at 4;000 feet in VNAV PTH as this was the programmed altitude in the FMC per the ILS 10C missed approach. I again pointed this out to the First Officer and suggested FLCH and a significant application of thrust to expedite our climb to 6;000 feet. The remainder of the flight was uneventful and resulted in a normal landing on runway 10C.Cause: Late; insufficient corrective inputs from the First Officer along with late; inadequate supporting callouts by myself resulted in the aircraft becoming unstable late in the approach. These were likely due to the time compression in the last moments of an approach. The wake turbulence from the preceding Boeing 787 may have contributed to this event. Frequency congestion; frequent new instructions and handoffs from ATC contributed to an already high workload during the missed approach which resulted in the crew failing to prevent two (however momentary) unintended level-offs.Suggestions: More timely callouts and inputs by the crew may have avoided the go-around. FMA awareness and verifying the CDU VNAV display would all but eliminate the possibility of the level-offs during the missed approach. ATC might also evaluate allowing aircraft to fly the published missed approach procedure OR if necessary; a simple vector that doesn't require a handoff mid-climb.
B747-400 crew of two; ZZZ-ORD. Arrived in to the ORD terminal area approximately XA45 am local; vectored on to left base for landing 10C. We were sequenced in trail of a heavy B787. Checklists had been completed and stable call made by both pilots at 1;000. Air was smooth and undisturbed until approximately crossing the threshold of 10C. The aircraft was markedly effected by the wake of the proceeding aircraft and simultaneously the GPWS annunciated 'sink rate; sink rate.' The PM called 'go-around' which I immediately executed. The missed approach altitude set for 10C was 4;000 feet. ATC was advised by the PM. Approaching approximately 2;500 feet. ATC issued instructions for a turn SE; approximately 120 and maintain 2;500 feet I stopped the climb and reset the MCP to 2;500 feet and heading select to the instructed heading. ATC immediately (i.e. practically in the same breath) came back with instructions to with a turn back to the E; approximately 090 and to maintain 6;000 which we promptly executed. During the climb to 6;000 ATC issued a turn to the south then west which put us on a right downwind to 10C. We were handed off to Approach control; after checking in; I called for the after takeoff checklist; that ILS to 10C be reloaded; briefed by the PM; and the decent and approach checklist. By that time we were given an intercept heading and handed back to Tower. The approach; landing and exit right towards south cargo parking were without further interruption.Cause: ORD was swamped with AM traffic which led to us being sequenced in close trailing proximity to a heavy B787. The air was relatively calm. There was likely 'expectation bias' in play in that I've landed behind heavies many times without issue. And; on this occasion there was what felt like calm; undisturbed air for the first 90% of the final approach segment; leaving me to expect the same for the remaining few hundred feet. There was likely a 'startle factor' with the GPWS annunciation; especially at such a low altitude with what appeared to be a proper sight picture to start the flare; so much so that after initiating the go-around I'd expected the mains to make contact with the runway. ATC; IMO attempted to re-sequence us to soon. While I appreciate them wanting to get us back in to the pattern and land; they issued instructions to maintain 2;500 at or far to close to that altitude for an aircraft at climb power with 4;000 feet in altitude selector. It may have been safer to have us do something that more closely emulated the published missed approach; i.e.; straight out and climbing for longer; especially given that they took us all the way to 6;000 feet for 2-3 minutes after stopping the climb for literally a couple seconds.Suggestions: We are taught to command the aircraft to do what we need it to do; consistent with safety; regardless of outside factors. It would have been more prudent to insist to ATC that be given more space in trail; or be allowed to slow sooner for spacing behind the heavy. A quick addition of thrust may have mitigated the GPWS annunciation; or that may have become an undesirable variable at that phase of approach and landing. i.e.; so close to the surface. I believe the PM made the most conservative approach by calling for a go around. Only a few of my career go around's have been real world; the rest have been in the sim environment. This is an important reminder for me to visualize; mentally rehears regularly; and brief that actual go around procedure as part of the approach briefing. As for working with ATC this is a reminder to speak up when 'unable' whether it is regarding spacing; speed or altitude related matters when necessary to put the safely of the aircraft and crew first. The CA/PM and I discussed the approach; go-around and subsequent ATC instruction and sequencing during post-flight. While the ideal scenario would have been a stable approach and landing; I feel that CA/PM and I worked well together; especially during what was and incredibly busy first 90 seconds or so. I attribute this to his calm demeanor during the process; which in turn kept me relaxed and able to focus just on the procedures necessary to safely return back to the airport for approach and landing.
Reporter stated he was unsure about the source of the instability; but feels that it is likely related to the wake from the B787.
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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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