B737 flight crew reported there was potential wake turbulence from a preceding A380 and executed a go-around from a low altitude at IAH as instructed by ATC. The flight crew later learned that the go-around was mandatory due to an ASDE-X alert.
Synopsis
B737 flight crew reported there was potential wake turbulence from a preceding A380 and executed a go-around from a low altitude at IAH as instructed by ATC. The flight crew later learned that the go-around was mandatory due to an ASDE-X alert.
Narrative
On downwind for 26R at IAH we were getting unusual turbulence and reported it to Approach; they said we were behind an A380. Approach sequenced another B737 to land between us and the A380. When the A380 landed we could see the smoke cloud created from 8 miles out and it continued to remain visible as it drifted northwest with the winds; which we thought was unusual and might have been caused from a firm landing. On final it was choppy and as the PF I maintained 5 - 10 knots fast; slightly more than normal. As we got closer the speed was becoming more difficult to control and about a mile out as we passed over the tree line we experienced a sinking in the flight path and traded off the airspeed for altitude. As we passed through 75 feet Tower directed a go-around due to the possibility of something on the runway. We found out later that the ground radar uses had a primary target indicated and it was moving; resulting in Tower thinking something might have come off the A380 and that indication required a go-around call. Tower also said there might have been other training going on simultaneously.I executed the beginning of the go-around; adding power; beginning the climb out; calling positive rate; gear up and making some of the required callouts and the PM backed me up with flaps 15 call. I didn't click the TOGA button and that kept the FMS in ILS mode; but we didn't realize that at the time. As the PM made required radio calls and selected the various modes to make an operational Flight Director (FD) we were not able to verify the button selection because the sun was directly in our eyes making it nearly impossible to see the Flight Mode Annunciator (FMA) or selection panel. Since I wasn't confident in the system I reverted to manual flying; climbing initially to 2k feet and turning to 020; then up to 3k feet heading 060; until we got to a stable location and slowly brought items back online. There were no pilot deviations; but on the second approach we did receive a traffic alert at approximately 200 feet; there was no conflict so we decided to continue to a normal landing.
Second reporter narrative
While conducting the visual approach to Runway 26R into IAH we were two aircraft behind an A380 Super Heavy and encountered light wake. When it touched down we noted a large cloud of rubber smoke that seemed to remain on the runway. As we were inside of 100 feet; Tower instructed us to go around. The runway was clear; we were stable; and the conditions were day VMC. To say we were surprised by the go-around is an understatement. As PM I replied that we were 'going around; runway heading' while the PF initiated the go-around; advanced the thrust levers; and initiated a climb. I advocated for flaps 15 and the PF called 'positive rate; gear up.'We were then assigned a turn to 020 and a climb to 3000. The sun was shining directly into the flight deck and it was very difficult to see the Flight Mode Annunciator (FMA) and the Mode Control Panel (MCP). I noticed the Flight Director (FD) was giving bad information so I turned the FDs off and on and was able to select Heading Mode. We continued to clean up the aircraft and returned for a successful landing with no further issues. At no point were any limitations exceeded; or ATC instructions violated.During the debrief; the PF said that he accidentally didn't push the TOGA switches hence my inability to select heading until the FD reset. We noted that the startle effect from the surprise go-around caused us to bumble through our callouts but that we maintained positive control of the aircraft; and executed the profile as we were able to. Additionally we both noted that the environmental factor of the glaring sun added to the difficulty.Also during the debrief we called the Tower via cell phone and spoke to them about the go-around. They were very helpful and told us that they were showing a primary target after the A380 landed and that the target appeared to be moving east as we were about to land; setting off the ASDE-X radar which is a mandatory go-around for them.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.