Narrative:

[We were approaching] san francisco with clear skies; visual approach procedures in use. We were given the FMS bridge visual approach which we had earlier briefed. Landing west in the afternoon sun; I decided to try the sun shade over the HUD; and adjusted the brightness up some as I imagined the sun would make it difficult to see. Speeds and crossing restrictions were made VNAV and LNAV were the active pitch and roll modes. We were cleared for the approach and the app button was pushed arming glidepath and facility (final approach course). I found it interesting that facility and glidepath didn't become the active modes and since I haven't flown that approach in at least 5 years thought that would become active at the last approach fix. At approximately 4000 ft I turned the autopilot off and we continued to configure the AC for landing. At approximately 1500 ft the FMA changed to VNAV altitude; the throttles came up. We cycled the flight director switches to reset the system and I continued the approach from samul intersection. I began to transition to visual and at this time started to realize that I was having a difficult time seeing the end of the runway and PAPI through the darkened HUD display. I turned the brightness down to help and was able to see the runway. Around the F101D fix on the approach my first officer advised me that I was low and as I started to correct with pitch we began to encounter wake turbulence from the preceding 777 landing on 28L. My first officer then advised me that I was slow and I confirmed that through the dimmed HUD and added power; regaining ref. Speed and leveling off until we regained the glide path for a safe landing.

Related reports:

Google
 

Original NASA ASRS Text

Title: B787 Captain reported speed and altitude deviations occurred on approach to SFO and encountered wake turbulence from the preceding B777.

Narrative: [We were approaching] San Francisco with clear skies; visual approach procedures in use. We were given the FMS Bridge Visual Approach which we had earlier briefed. Landing west in the afternoon sun; I decided to try the sun shade over the HUD; and adjusted the brightness up some as I imagined the sun would make it difficult to see. Speeds and crossing restrictions were made VNAV and LNAV were the active pitch and roll modes. We were cleared for the approach and the App button was pushed arming glidepath and FAC (Final Approach Course). I found it interesting that FAC and glidepath didn't become the active modes and since I haven't flown that approach in at least 5 years thought that would become active at the last approach fix. At approximately 4000 ft I turned the autopilot off and we continued to configure the AC for landing. At approximately 1500 ft the FMA changed to VNAV ALT; the throttles came up. We cycled the flight director switches to reset the system and I continued the approach from SAMUL intersection. I began to transition to visual and at this time started to realize that I was having a difficult time seeing the end of the runway and PAPI through the darkened HUD display. I turned the brightness down to help and was able to see the runway. Around the F101D fix on the approach my FO advised me that I was low and as I started to correct with pitch we began to encounter wake turbulence from the preceding 777 landing on 28L. My FO then advised me that I was slow and I confirmed that through the dimmed HUD and added power; regaining Ref. speed and leveling off until we regained the glide path for a safe landing.

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.