Narrative:

The weather was VFR with bases of clouds at 2;000 feet and simultaneous approaches in progress. With recat rules being applied; aircraft X was on final. The monitor controller called me on local assist 2 position to coordinate asking aircraft X to increase their speed 15 knots. At that time; aircraft X was on a 7 mile final outside the final approach fix. This speed request was due to aircraft Y closing in on aircraft X. The spacing requirements for a B787 aircraft is 7 miles on approach in front of and behind. As I was giving a position relief briefing; the final monitor controller called me to have us issue a go around to aircraft X. My understanding was that putting aircraft X back into the pattern would make the TRACON's job easier with spacing requirements rather than re-sequencing aircraft Y the B787. We complied with the instructions and sent aircraft X around. After coordinating the altitude and heading with the departure controller; we issued the departure frequency to aircraft X. We alerted the supervisor who then called the TRACON operations manager to inquire the reason aircraft X was sent around and not aircraft Y. I personally like and have seen the benefits of using recat to more efficiently depart aircraft and move them through the ATC system. However; the B787 has been flying into and out of this airport for around 1 year and it is still classified as a G aircraft for wake turbulence which means that if that B787 is in trail of a C208; or C172 it requires 7 miles in trail which is absolutely insane and makes no sense! We have the best and brightest minds working behind the scenes to create a seamless and safe ATC operation throughout the NAS and it concerns me that this mileage issue is still in effect. With that said; I don't know what the TRACON's specific traffic scenario was like for them to determine to send aircraft X around instead of aircraft Y which was their call. My main concern is that we are putting risk into the ATC system by not aggressively moving to make category determinations for a type of aircraft that has been in the ATC for more than a year. Lets determine that this aircraft is a B category or even an a category so we can continue our safe operation.

Google
 

Original NASA ASRS Text

Title: LAX Local controllers and a 737 Captain reported an aircraft was issued a go-around because the aircraft in trail of them was too close.

Narrative: The weather was VFR with bases of clouds at 2;000 feet and simultaneous approaches in progress. With RECAT rules being applied; Aircraft X was on final. The monitor controller called me on Local Assist 2 position to coordinate asking Aircraft X to increase their speed 15 knots. AT that time; Aircraft X was on a 7 mile final outside the Final Approach Fix. This speed request was due to Aircraft Y closing in on Aircraft X. The spacing requirements for a B787 aircraft is 7 miles on approach in front of and behind. As I was giving a position relief briefing; the final Monitor controller called me to have us issue a go around to Aircraft X. My understanding was that putting Aircraft X back into the pattern would make the TRACON's job easier with spacing requirements rather than re-sequencing Aircraft Y the B787. We complied with the instructions and sent Aircraft X around. After coordinating the altitude and heading with the Departure controller; we issued the departure frequency to Aircraft X. We alerted the Supervisor who then called the TRACON Operations Manager to inquire the reason Aircraft X was sent around and not Aircraft Y. I personally like and have seen the benefits of using RECAT to more efficiently depart aircraft and move them through the ATC system. However; the B787 has been flying into and out of this airport for around 1 year and it is still classified as a G aircraft for wake turbulence which means that if that B787 is in trail of a C208; or C172 it requires 7 miles in trail which is absolutely insane and makes no sense! We have the best and brightest minds working behind the scenes to create a seamless and safe ATC operation throughout the NAS and it concerns me that this mileage issue is still in effect. With that said; I don't know what the TRACON's specific traffic scenario was like for them to determine to send Aircraft X around instead of Aircraft Y which was their call. My main concern is that we are putting risk into the ATC system by not aggressively moving to make category determinations for a type of aircraft that has been in the ATC for more than a year. Lets determine that this aircraft is a B category or even an A category so we can continue our safe operation.

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.