Narrative:

A flap overspeed occurred during a visual approach to runway 26 in phx. We were vectored tight to the airport due to severe thunderstorms east of the field. We were also given a vector tight behind a B747; less than 5 miles in trail. I decided to hand fly the approach due to being high and tight to both the airport and B-747. While configuring we started to experience wake turbulence in addition to light turbulence from the weather. While handling the aircraft in the wake turbulence we were closing in on the FAF and I didn't want the flight director to level and not capture the glide slope; so I called for the missed approach altitude to be set. However I did not realize we were still in flch; instead of fpa. The auto throttles advanced and the speed rapidly rose. I immediately pitched the aircraft up and overrode the throttles to idle. I oversped the flaps 3 by 1 kt for about 1 second. I then called for a go-around which was executed without toga since we were basically at altitude and flch was already active. An uneventful approach to landing followed the go-around. On the ground dispatch and maintenance were notified; logbook entry made and an inspection was done; with no defects noted. The go around was not put in the maintenance log because it was a non-toga go-around. We should have requested a delay vector to not be so tight on the B747. Also both the first officer and I should have caught that we were in flch when I requested the missed approach altitude. Either of these would have prevented the flap limitation exceedance.

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Original NASA ASRS Text

Title: EMB-175 flight crew reported executing a go-around on approach to PHX after encountering wake turbulence in trail of a B747.

Narrative: A flap overspeed occurred during a visual approach to runway 26 in PHX. We were vectored tight to the airport due to severe thunderstorms east of the field. We were also given a vector tight behind a B747; less than 5 miles in trail. I decided to hand fly the approach due to being high and tight to both the airport and B-747. While configuring we started to experience wake turbulence in addition to light turbulence from the weather. While handling the aircraft in the wake turbulence we were closing in on the FAF and I didn't want the flight director to level and not capture the glide slope; so I called for the missed approach altitude to be set. However I did not realize we were still in FLCH; instead of FPA. The auto throttles advanced and the speed rapidly rose. I immediately pitched the aircraft up and overrode the throttles to idle. I oversped the flaps 3 by 1 kt for about 1 second. I then called for a go-around which was executed without TOGA since we were basically at altitude and FLCH was already active. An uneventful approach to landing followed the go-around. On the ground Dispatch and Maintenance were notified; logbook entry made and an inspection was done; with no defects noted. The go around was not put in the Maintenance log because it was a non-TOGA go-around. We should have requested a delay vector to not be so tight on the B747. Also both the FO and I should have caught that we were in FLCH when I requested the missed approach altitude. Either of these would have prevented the flap limitation exceedance.

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.