EMB ERJ 170/175 ER/LR
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Distraction; Situational Awareness
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Environment - Non Weather Related; Human Factors
We were being radar vectored to Runway 19C. So we were assigned a heading of 070 and also descend and maintain 3;000 ft.; which we did. On that 070 heading we were assigned an airspeed reduction to 170 kts. then descend and maintain 2;000 ft. We were on flaps 1 and since the Controller needed us at 170 kts. I opened the speed brakes to help the airplane descend. One or two seconds after I opened the speed brakes; we experienced light turbulence or wake turbulence (I couldn't tell) and I thought it was related with the speed brakes being operated at that time. I started scanning all the systems looking for a malfunction but I couldn't see any. Right after that and just when I was mentally engaged with the airplane systems the Controller called for a right turn to a heading 150 and to intercept the [Runway] 19C localizer. So I retracted the speed brake and called for Flaps 2 on schedule and then I asked the First Officer what the Controller just said. My mind at that time was in decreasing airspeed to 170 kts. while descending and turning and hoping I didn't caused that airplane movement. I briefly asked the First Officer 'what was that'? And he said 'either wake turbulence or light turbulence' so we continued on a 150 heading but I was higher than what I needed to be and I didn't like the way that approach was looking so seeing that I was about 2 to 3 miles from intercepting the final approach course and knowing that if we intercepted at that time the airplane was going to start a kind of aggressive descent to cross the fixes at the right altitude; I decided to let the Controller know that we were about to go through the localizer. The Controller said 'no problem; turn heading 090 climb and maintain 3;000 ft.' which we did right away then we got re-vectored again to re-intercept the localizer. I know it should not had been such a big deal but when you think that one of the speed brakes flew away because of something you did (or at least this is what I thought it happened) your mind starts going a thousand miles per hour. After landing the aircraft was inspected and no defects were noticed. Apparently we had just encountered turbulence at the wrong time and it had nothing to do with what I thought.I'll add from now on to my approach briefings that if we get to encounter any kind of distraction; such as turbulence; wake turbulence; birds close by or anything of that nature while in proximity to an airport to double check we're not missing any instruction and that we're were we need to be.
E175 Captain reported distractions related to turbulence resulted in a track deviation and a missed approach.