Narrative:

As we descended through 11;000 ft. Via the SEEVR4 arrival past the brdje checkpoint slowing to 240 kts. And approaching the nusss checkpoint the aircraft unexpectedly rolled 30 degrees right with moderate turbulence. The first officer (first officer) immediately disengaged the autopilot to right the aircraft. The ca (captain) immediately reported the wake turbulence to fort worth approach requesting a 2 mile offset to the left which was upwind of the wake. ATC gave us an immediate vector to 165 degrees and descended us to 6;000 ft. When the aircraft was stable the autopilot was reengaged. ATC indicated we were following a boeing 787. The ca called the flight attendants to check on crew and passengers - all were fine.ATC vectored us to the ILS 17C approach course right behind the same boeing 787 that caused us the problem earlier. We were aware of the situation and commenced the approach. All went well until we started to get light turbulence near the penny checkpoint. The first officer remained high on the glideslope but at a half dot high and going higher the ca requested the first officer descent not to exceed 1;500 fpm. All checklists were complied with; handed off to tower; and cleared to land. The first officer complied and clicked off the autopilot to hand fly the approach as the runway was in sight and the first officer was visual. Crossing the final approach fix at jiffy and stable by 1;000 ft. The turbulence started up again and a noticeable downdraft occurred whereby the aircraft was momentarily at 1;000 fpm. As the first officer added power the ca called one dot low at 750 ft (happened fast). No windshear caution or alert. The first officer was quick to get back on glideslope but left the power in so [we] immediately found [ourselves] a bit high on the approach by 1 dot as the first officer brought the thrust levers to flight idle. At 150 ft. The ca called the go around. ATC was immediately notified of the missed approach and all checklists and call outs were complied with according to procedures. ATC vectored us for the ILS 17L approach whereby a successful approach and landing was made. The company was notified as well as the chief pilot. ATC should be cognizant of the wind direction when wind parallels the arrival corridor. Wake turbulence remains along the course lines of arrival and lingers longer than when winds are perpendicular to the arrival course lines. Recommend a larger spacing between heavy aircraft and medium aircraft categories.

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Original NASA ASRS Text

Title: CRJ900 Captain reported that wake turbulence from a preceding heavy aircraft resulted in an unstabilized approach; followed by a go-around.

Narrative: As we descended through 11;000 ft. via the SEEVR4 arrival past the BRDJE checkpoint slowing to 240 kts. and approaching the NUSSS checkpoint the aircraft unexpectedly rolled 30 degrees right with moderate turbulence. The FO (First Officer) immediately disengaged the autopilot to right the aircraft. The CA (Captain) immediately reported the wake turbulence to Fort Worth Approach requesting a 2 mile offset to the left which was upwind of the wake. ATC gave us an immediate vector to 165 degrees and descended us to 6;000 ft. When the aircraft was stable the autopilot was reengaged. ATC indicated we were following a Boeing 787. The CA called the flight attendants to check on crew and passengers - all were fine.ATC vectored us to the ILS 17C approach course right behind the same Boeing 787 that caused us the problem earlier. We were aware of the situation and commenced the approach. All went well until we started to get light turbulence near the PENNY checkpoint. The FO remained high on the glideslope but at a half dot high and going higher the CA requested the FO descent not to exceed 1;500 fpm. All checklists were complied with; handed off to Tower; and cleared to land. The FO complied and clicked off the autopilot to hand fly the approach as the runway was in sight and the FO was visual. Crossing the final approach fix at JIFFY and stable by 1;000 ft. the turbulence started up again and a noticeable downdraft occurred whereby the aircraft was momentarily at 1;000 fpm. As the FO added power the CA called one dot low at 750 ft (happened fast). No windshear caution or alert. The FO was quick to get back on glideslope but left the power in so [we] immediately found [ourselves] a bit high on the approach by 1 dot as the FO brought the thrust levers to flight idle. At 150 ft. the CA called the go around. ATC was immediately notified of the missed approach and all checklists and call outs were complied with according to procedures. ATC vectored us for the ILS 17L approach whereby a successful approach and landing was made. The company was notified as well as the Chief Pilot. ATC should be cognizant of the wind direction when wind parallels the arrival corridor. Wake turbulence remains along the course lines of arrival and lingers longer than when winds are perpendicular to the arrival course lines. Recommend a larger spacing between heavy aircraft and medium aircraft categories.

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.