Date: 201512
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Rolling out on final for a visual approach to Runway 16R; the spacing to the preceding traffic (another carrier Airbus) was between three and four NM. With VOR/LOC and GS captured; the autopilot and autothrottle were disengaged; and the aircraft was hand flown from 1500 ft. AGL; using the HGS. With a light left rear quartering tailwind; the ride was very smooth down to 70 ft. above touch down. At this point; wake turbulence of the preceding Airbus was felt; and the aircraft immediately started rolling to the right. Attempting to arrest the roll rate; which had rapidly resulted in approximately 30 degrees angle of bank; controls were applied to the point of what felt like full deflection control input; and the nose began yawing to the right. Thrust was increased to initiate a go-around; and the TAILSTRIKE warning was displayed in the HGS.The go-around was continued using maximum thrust. The aircraft had come off course by approximately 30 degrees; which coincided with the follow-on vector given by ATC. The aircraft was positioned for another approach; and a PA announcement was made on downwind; addressing the encountered wake turbulence as the reason for the go-around. The next approach was flown to an uneventful landing and the aircraft was taxied to the gate. After completion of the Parking Checklist; an initial debriefing was conducted with the FO; and a plan of action was communicated. The Flight Attendants were briefly informed of what had occurred. A walk around with a thorough visual inspection with particular emphasis on the tail skid; scimitar winglets; all tail surfaces; engine nacelles and all antennas was accomplished. The two deadheading Company Pilots were asked about their observations; and they confirmed what had been felt was wake turbulence in the cockpit. Dispatch was notified; and a conference call with the Chief Pilot on Call was initiated. The events and follow-on steps were discussed over the phone. Upon returning to the aircraft; details were discussed with the crew. Considering the severity of the event and its possible consequences; the crew was asked about their personal status; and a mutual decision to go ahead with the next flight was made.Wake turbulence on a visual approach; with three to four NM separation between aircraft is practically unavoidable. However; I am very glad I hand flew the approach from 1500 ft. AGL in. This gave me the opportunity to trim off the aircraft; and I was ready for the event with my hands on the controls; positioned to take immediate action.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737-800 flight crew reported executing a go-around after encountering wake turbulence at 70 feet AGL in trail of an Airbus on approach to DEN.