Narrative:

We experienced what I now believe was a wake turbulence event. We were coming up on the final approach fix and I commented that if approach didn't hand us off to tower; I was going to switch to the tower frequency at canarsie (the FAF). A new ATIS came out (it was on auto updates) and I thought this unusual as it was not the standard time; noting that it was probably a 'special.' it stated that the winds became slightly gusty. I commented that it seemed approach forgot about us as we crossed. I reached down to switch frequencies when approach spoke rapidly telling us to switch to tower; and stating the frequency. As my hand was on the radio; we rolled hard left. This was not a slow roll at all; it was more like a snap roll. I caught myself on the radio while looking at the controls. My left hand went up to grab the yoke but the first officer's reaction was immediate and aggressive. She overpowered the autopilot as was necessary; and put full right aileron. Her rudder input was careful. There was no yaw; nor negative G's. We continued to roll left to approximately 90 degrees (I'm not exactly sure; I was looking outside and the horizon was hazy though the ground was abundantly clear.) she brought it back level and it was smooth for a second. She clicked off the autopilot as it was rolling level. I looked out to see if we were encountering a microburst. The airport to our right; the airspace forward; left and behind left was clear; in fact; it looked stable. I ruled out microburst and thought it a control problem (we had not been advised of any aircraft near; nor had we heard one cleared in front of us.) I wish here that I could impress upon the reader that all of this was happening in spit seconds. We were level only for a second or two; it was smooth then we rolled just as hard and as far to the right. She recovered again very well. Of course I thought of taking the controls; but the first officer was flying it perfectly; as far as I could see. It was smooth for a second; [and] then we had another roll of lighter intensity to the left. All together; left; right; left happened in a matter of seconds. She recovered; I said 'watch your altitude'; but quickly noted that she was level and holding steady at 600 feet. I pointed out the first lead in lights ahead of us but I was stating the obvious; she already had them and was holding; waiting for another roll but none came. I jumped on the radio. I had; on the first roll; hit the frequency knob and scrambled the numbers; so I loudly said 'give me the tower frequency' to approach; I put it in; and checked on with tower and as I did I said; 'I'm not sure; but we may have just hit wake turbulence.' she asked; 'well can you land?' (again we were not advised of any traffic we were following; I thought if it was wake turbulence; it was from a crossing departing or arriving aircraft) I said; 'yes but if it happens again; we are going around.'I don't remember her response but she sounded annoyed and unconcerned. As we turned final I saw a plane at the very far end of our runway. I said to the first officer; 'there's a plane on the runway; be ready to go missed.' she said she saw him and she was ready. He cleared very slowly and tower said 'cleared to land' at 200-300 feet. We landed smoothly. When we contacted ground and things calmed down; I asked if he had time for a question. He said; 'yes.' I asked; 'what were we following?' he said; 'an A380 airbus.' I repeated it back to him because I was in disbelief. He confirmed it. I asked the first officer when she was done; to check on the flight attendants and see if everyone was ok. Everyone was fine. At the gate I called maintenance first; because I wasn't sure how or what to write up exactly. He wasn't sure either; but when I mentioned that there's a write up for severe turbulence he said that would be best. Maintenance was onboard for another item as soon as we opened the door. When he was out of the way I checked with each passenger as they deplaned to make sure everyone was ok. I think the only passengers I didn't see were the first few from first class but by all accounts everyone was excited and laughing but there were no injuries in the back. The next captain taking over the aircraft said that he had to call dispatch and that he could tell her that there's a write up. After a few minutes I called in and confirmed they knew; and got the number for the on call flight manager to follow up.I very much want to know what our separation was from the A380 in front of us on approach. I also want to know if the fdr showed our attitude; and what control forces registered; if any. I don't know what angle we ended up at for sure; in the banks; but am very concerned with roll rate. This is the type of scenario in which a pilot on another aircraft once applied full rudder and the engine pylon structurally failed after which we learned about rudder inputs and corrections were put in place. I don't know what roll rate of the crj 900 is certified for; perhaps it's fine in that aspect; but if not; then even more reason to ensure proper separation. We had the plane the next morning and the logbook said it checked out good; ok'd for service. We may have in fact have had the proper spacing; but with a quartering tailwind on the approach; it may have intensified at least the right wingtip vortices. If it was the proper spacing; it was not enough and needs to be changed. Immediately. Perhaps the added G's in a bank for an A380; along with added power necessary to complete such an unusual approach is part of the problem.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported a wake vortex encounter in trail of an A380 that resulted in a 90 degree roll. Reporter stated he was not advised he was following a heavy.

Narrative: We experienced what I now believe was a wake turbulence event. We were coming up on the Final Approach Fix and I commented that if Approach didn't hand us off to Tower; I was going to switch to the Tower frequency at Canarsie (the FAF). A new ATIS came out (it was on auto updates) and I thought this unusual as it was not the standard time; noting that it was probably a 'special.' It stated that the winds became slightly gusty. I commented that it seemed Approach forgot about us as we crossed. I reached down to switch frequencies when Approach spoke rapidly telling us to switch to Tower; and stating the frequency. As my hand was on the radio; we rolled hard left. This was not a slow roll at all; it was more like a snap roll. I caught myself on the radio while looking at the controls. My left hand went up to grab the yoke but the First Officer's reaction was immediate and aggressive. She overpowered the Autopilot as was necessary; and put full right aileron. Her rudder input was careful. There was no yaw; nor negative G's. We continued to roll left to approximately 90 degrees (I'm not exactly sure; I was looking outside and the horizon was hazy though the ground was abundantly clear.) She brought it back level and it was smooth for a second. She clicked off the autopilot as it was rolling level. I looked out to see if we were encountering a microburst. The airport to our right; the airspace forward; left and behind left was clear; in fact; it looked stable. I ruled out microburst and thought it a control problem (we had NOT been advised of ANY aircraft near; nor had we heard one cleared in front of us.) I wish here that I could impress upon the reader that all of this was happening in spit seconds. We were level only for a second or two; it was smooth then we rolled just as hard and as far to the right. She recovered again very well. Of course I thought of taking the controls; but the First Officer was flying it perfectly; as far as I could see. It was smooth for a second; [and] then we had another roll of lighter intensity to the left. All together; Left; Right; Left happened in a matter of seconds. She recovered; I said 'watch your altitude'; but quickly noted that she was level and holding steady at 600 feet. I pointed out the first lead in lights ahead of us but I was stating the obvious; she already had them and was holding; waiting for another roll but none came. I jumped on the radio. I had; on the first roll; hit the frequency knob and scrambled the numbers; so I loudly said 'give me the Tower frequency' to Approach; I put it in; and checked on with Tower and as I did I said; 'I'm not sure; but we may have just hit wake turbulence.' She asked; 'Well can you land?' (Again we were NOT advised of any traffic we were following; I thought if it was wake turbulence; it was from a crossing departing or arriving aircraft) I said; 'Yes but if it happens again; we are going around.'I don't remember her response but she sounded annoyed and unconcerned. As we turned final I saw a plane at the very far end of our runway. I said to the First Officer; 'There's a plane on the runway; be ready to go missed.' She said she saw him and she was ready. He cleared very slowly and Tower said 'Cleared to land' at 200-300 feet. We landed smoothly. When we contacted Ground and things calmed down; I asked if he had time for a question. He said; 'Yes.' I asked; 'What were we following?' He said; 'An A380 Airbus.' I repeated it back to him because I was in disbelief. He confirmed it. I asked the First Officer when she was done; to check on the flight attendants and see if everyone was ok. Everyone was fine. At the gate I called Maintenance first; because I wasn't sure how or what to write up exactly. He wasn't sure either; but when I mentioned that there's a write up for severe turbulence he said that would be best. Maintenance was onboard for another item as soon as we opened the door. When he was out of the way I checked with each passenger as they deplaned to make sure everyone was ok. I think the only passengers I didn't see were the first few from first class but by all accounts everyone was excited and laughing but there were no injuries in the back. The next Captain taking over the aircraft said that he had to call Dispatch and that he could tell her that there's a write up. After a few minutes I called in and confirmed they knew; and got the number for the on call Flight Manager to follow up.I very much want to know what our separation was from the A380 in front of us on approach. I also want to know if the FDR showed our attitude; and what control forces registered; if any. I don't know what angle we ended up at for sure; in the banks; but am very concerned with roll rate. This is the type of scenario in which a pilot on another aircraft once applied full rudder and the engine pylon structurally failed after which we learned about rudder inputs and corrections were put in place. I don't know what roll rate of the CRJ 900 is certified for; perhaps it's fine in that aspect; but if not; then even more reason to ensure proper separation. We had the plane the next morning and the logbook said it checked out good; ok'd for service. We may have in fact have HAD the proper spacing; but with a quartering tailwind on the approach; it may have intensified at least the right wingtip vortices. If it WAS the proper spacing; it was NOT enough and needs to be changed. Immediately. Perhaps the added G's in a bank for an A380; along with added power necessary to complete such an unusual approach is part of the problem.

Data retrieved from NASA's ASRS site as of July 2013 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.