Narrative:

Upon arrival; we were inside santa catalina (sxc) fix on the leena five arrival. Los angeles approach control cleared us to seal beach (sli). Los angeles approach control then gave a us speed restrictions and we complied. We were monitoring los angeles approach control and looking for traffic on our navigation displays and outside visually. After sli VOR fix were assigned a heading.listening to approach control we observed a couple things. One) the controller was trying to figure out if he should put us in front of a commuter or behind him. Two) he was a controller in training. We know this because there was female voice controller that issued our final speed reduction.the male controller decided to put us behind the emb-170 as it gave us separation of about 4 miles. From about 5;000 feet MSL were given a heading to intercept the localizer; report the 'tops' of the cloud layer; and to descend to maintain 3;600 feet MSL. We intercepted the localizer for runway 25L outside of hunda intersection. Upon passing hunda intersection; we were cleared for the ILS runway 25L approach and to cross limma intersection at 1;900 feet MSL and contact los angeles tower over limma. About three miles from limma; the female controller told us to slow to our final approach speed but we were already slowed to our final approach speed of 162 knots at a weight of 334;000 kilos with the reference flaps 30 speed of 157 knots. As we were already slowed to our approach speed fully configured; we were just over 3 ?? Miles behind the commuter referencing our navigation display. We continued the approach; contacted los angeles tower on 120.95. Los angeles tower cleared us to land behind the commuter jet. I was monitoring the situation between us and the emb-170 and was thinking we did not have enough spacing. I briefed the crew on the proper call-outs in the event we had to go around.as we approached short final about 300' feet MSL; the emb-170 cleared the runway; however; the tower issued us to go-around. The go-around was executed flawlessly; we did everything as per the fcom. The tower controller gave us and an initial vector of 220 and we climb to maintain 2;000 feet MSL. We were handed off to los angeles approach control; we cleaned up the airplane and did the after takeoff checklist. Los angeles approach control; gave us vectors back to the downwind leg and had us climb to 5;000 ft MSL. We ran the checklist; descent checklist; and approach checklist. We were given vectors to intercept ILS runway 25L. The approach controller put us just outside of hunda intersection. He gave us a 30-degree intercept and told us to cross limma intersection 1;900 feet MSL and contact tower. I would like to mention this time around; los angeles approach control was very swift about getting us back around.a couple of other things I would also like to mention were that I struggled with the ecl and I had trouble with configuring the ecl checklist to run again after the missed approach. It finally led me to just use the qrc above the dashboard as I wanted to monitor the progress from downwind to touchdown.we also had an 'insufficient fuel' caution message on the upper EICAS - we ran that checklist. I contacted the tower over limma intersection and we were cleared to land. The landing was uneventful and the crew did a wonderful job.after clearing runway 25L onto taxiway 'a' we contacted ground control. Ground control voluntarily told us the reason for the go-around. He said that the commuter jet did clear the runway however; due to where we were on short final; we triggered a horn inside the tower and they had no choice but to tell us to go-around. My recommendation is that we need proper spacing as we are heavy and fast and cannot slow to the approach speeds of the smaller size jets. If there would have been proper spacing between us and the other aircraft; we would not have had to go-around.

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Original NASA ASRS Text

Title: A B747 flying a CPDLC down loaded enroute to LAX clearance modification and where to by ATC it did not receive the waypoints correctly. Additionally; on short final to LAX a go-around was issued because ATC Tower automation detected a conflict with landing traffic even though that aircraft was clear of the runway.

Narrative: Upon arrival; we were inside Santa Catalina (SXC) fix on the LEENA FIVE ARRIVAL. Los Angeles Approach Control cleared us to Seal Beach (SLI). Los Angeles Approach Control then gave a us speed restrictions and we complied. We were monitoring Los Angeles Approach Control and looking for traffic on our Navigation Displays and outside visually. After SLI VOR fix were assigned a heading.Listening to Approach Control we observed a couple things. One) The controller was trying to figure out if he should put us in front of a commuter or behind him. Two) He was a controller in training. We know this because there was female voice controller that issued our final speed reduction.The male controller decided to put us behind the EMB-170 as it gave us separation of about 4 miles. From about 5;000 feet MSL were given a heading to intercept the localizer; report the 'tops' of the cloud layer; and to descend to maintain 3;600 feet MSL. We intercepted the localizer for Runway 25L outside of HUNDA intersection. Upon passing HUNDA Intersection; we were cleared for the ILS Runway 25L approach and to cross LIMMA Intersection at 1;900 feet MSL and contact LOS Angeles Tower over LIMMA. About three miles from LIMMA; the female controller told us to slow to our final approach speed but we were already slowed to our final approach speed of 162 knots at a weight of 334;000 Kilos with the REF Flaps 30 speed of 157 knots. As we were already slowed to our approach speed fully configured; we were just over 3 ?? miles behind the commuter referencing our Navigation Display. We continued the Approach; contacted Los Angeles Tower on 120.95. Los Angeles Tower cleared us to land behind the commuter jet. I was monitoring the situation between us and the EMB-170 and was thinking we did not have enough spacing. I briefed the crew on the proper call-outs in the event we had to go around.As we approached Short final about 300' feet MSL; the EMB-170 cleared the Runway; however; the Tower issued us to Go-Around. The Go-Around was executed flawlessly; we did everything as per the FCOM. The tower controller gave us and an initial vector of 220 and we climb to maintain 2;000 feet MSL. We were handed off to Los Angeles Approach control; we cleaned up the airplane and did the after takeoff checklist. Los Angeles Approach control; gave us vectors back to the downwind Leg and had us climb to 5;000 ft MSL. We ran the checklist; Descent Checklist; and Approach Checklist. We were given vectors to intercept ILS Runway 25L. The Approach controller put us just outside of HUNDA Intersection. He gave us a 30-degree intercept and told us to cross LIMMA Intersection 1;900 feet MSL and contact Tower. I would like to mention this time around; Los Angeles Approach Control was very swift about getting us back around.A couple of other things I would also like to mention were that I struggled with the ECL and I had trouble with configuring the ECL checklist to run again after the missed approach. It finally led me to just use the QRC above the dashboard as I wanted to monitor the progress from downwind to touchdown.We also had an 'Insufficient Fuel' caution message on the Upper EICAS - we ran that checklist. I contacted the Tower over LIMMA Intersection and we were cleared to land. The landing was uneventful and the crew did a wonderful job.After clearing Runway 25L onto Taxiway 'A' we contacted ground control. Ground Control voluntarily told us the reason for the Go-Around. He said that the commuter jet did clear the runway however; due to where we were on short final; we triggered a horn inside the Tower and they had no choice but to tell us to Go-Around. My recommendation is that we need proper spacing as we are heavy and fast and cannot slow to the approach speeds of the smaller size jets. If there would have been proper spacing between us and the other aircraft; we would not have had to 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.