EMB ERJ 170/175 ER/LR
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Workload
Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Flight Crew Executed Go Around / Missed Approach
Environment - Non Weather Related; Human Factors; Procedure
NorCal Approach vectored us via the Tipp Toe Visual to 28L in unison with; and slightly behind; A320 for 28R.  We were assigned a speed of 180 knots to 'the bridge' and instructed not to pass the Airbus on the approach. The wind was out of the NE; thus giving us a quartering right tailwind during the approach.  The First Officer (FO); as pilot flying (PF); opted to use no automation; and had been hand flying from about 10;200 feet MSL.  We were fully configured and stabilized well above 1;000 feet and right on glideslope.  All was normal until at about 800 feet AGL; we encountered some momentary wake turbulence that rolled us a little; but passed.  We then re-entered the wake and initiated the go-around.  The PF advanced thrust and pressed TOGA; while attempting to maintain wings level.  Airspeed indications were erratic with the low-speed tape bouncing around and there was a momentary stick shaker activation.  Master Caution began sounding as EICAS displayed 'Windshear Fail; AOA Limit Fail; Stick Shaker Fail.'  With the high workload on the PF; I prompted the verbiage for the profile and we began to clean up the aircraft as we accelerated and began climbing; and full automation was engaged. The missed approach was reported to tower as 'due wake turbulence' and we were issued vectors for a second approach.  We completed the QRH procedures for all EICAS messages and were directed to complete a Flaps Full landing.  I then contacted the Flight Attendants to check on their status as well as the passengers; who were all ok; and then made a public announcement to explain the aircraft upset; go around; and what to expect next.  We re-prepared for the approach and landed without further incident.  After landing; the 3 caution messages cleared and were replaced by 2 cyan messages: 'ADS Probe 4 Fail; ADS Probe 2 Fail.'  Once at the gate; after shutdown; we referenced the QRH for the new messages; which spoke of a ground reset procedure prior to flight.  Rather than completing the procedure I opted to contact Maintenance with the write up.Two Major Lessons stood out from this incident.  First; with such closely spaced parallel approaches; ATC instructions to trail an aircraft that is upwind to us with a crosswind is very hazardous and warrants questioning.  Secondly; knowing when to use automation is as important as being able to hand-fly the aircraft; and due to the high workload and close spacing of the Tipp Toe Visual; automation increases safety significantly by allowing pilots to be more heads up.
EMB175 Captain reported encountering wake turbulence in trail of an A320 on visual approach to SFO. Reporter was critical of ATC procedure that put him in trail of an aircraft that was upwind of them.