Date: 201709
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

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.


Second narrative: We were on the last leg of a rare 3-day domestic trip on the 787. Neither the Captain nor myself had flown a domestic trip on the jet since our IOE. We were cleared to fly the FMS Bridge Visual to RW 28R at SFO. The weather was VFR with no issues other than the sun in our eyes as we flew to RW 28R.  The Captain had installed the dark visor cover on his HUD so that he could see with the sun in his eyes; remarking that the dark visor made it very difficult to see the symbology on his HUD. I elected to leave the dark visor off of my HUD. The Captain disconnected the autopilot for the approach and I was performing PM duties for him.When we were cleared for the approach I set 1800 FT; in the Altitude window; as we had not captured the FAC course yet. We continued configuring as the Captain hand flew the approach. After capturing the FAC I got distracted with configuring and inadvertently left 1800 FT; in the Altitude window; and we got VNAV ALT. I entered 100 FT; in the window; turned the FDs off and on; and attempted to reconnect the Approach mode; but it didn't capture.  At that point I gave the Captain FLCH mode and HDG select for guidance; and we continued with the visual approach.  I completed the Before Landing Check at approximately 1000 FT and looked back up to see that we were below glide path; noticing the PAPI lights. At the same time we received a single 'Glide Slope' aural advisory and SFO Tower called us and asked us to 'check our Altimeter Setting'.I immediately advised the Captain that we were below path and to level off; which he did. I then noticed that we were 10-15 knots below target speed and advised the Captain; who made an immediate throttle correction. I looked at the FMA and MCP and saw that the Autothrottle (AT) had disconnected; and I reconnected the AT.  At this point we were back on speed and the PAPI showed us on glide path; and we continued the approach and landed normally.


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