Narrative:

During arrival into newark we were on an assigned heading (approximating a downwind to 22L) when we started hearing a heavy also on the frequency. Alerted to the presence of a heavy we noted an aircraft entering the downwind in front of us at our 12 o'clock and about ten miles maneuvering per the instructions of the approach controller issued to the heavy. We agreed that the 12 o'clock/ten mile target was likely the heavy and made a verbal note of this to each other.a few minutes later we encountered a strong jolt of momentary turbulence (in otherwise completely smooth air) and agreed that the preceding aircraft must be the heavy. The heavy was given a series of headings in the direction of teb while we were still on our original heading; so the captain and I were satisfied with the separation that we had.shortly thereafter we switched frequencies and the next approach controller started giving us headings which were bringing us closer and closer to the heavy however the controller was - initially- keeping us above its flight path. Nonetheless we started discussing amongst ourselves how the controller was really chipping away at our spacing; and discussing recat distances.as we were approaching the heavy's flight path; the controller issued us a descent and as we descended we again went through the heavy's wake; this time a longer series of rolls and jolts as we crossed their path. According to TCAS we were about seven miles behind now; but crossing its path at an oblique angle.the captain and I were both concerned about the spacing but since both wake encounters had thus far been at angles to the heavy's flight path we were comfortable letting the controller do his job and surmised that he was going to take us out for an extended downwind/base turn.shortly thereafter the controller issued a turn to intercept the localizer and a descent to 2;500 feet which put us about five miles in trail. With the recent issuance of recat we were skeptical but willing to initiate the approach as we now had a crosswind and the heavy should be in a dirty configuration.as we approached gimee we again entered into the heavy's wake just as the controller issued us an immediate turn to 180 for 'spacing'. I had disconnected the autopilot after we entered the wake turbulence and since the plane was already rolling to the left I simply continued the turn to the 180 heading. A few moments later the controller issued us a turn back to 250 to intercept the localizer and continue the approach.as we approached the localizer we noted that we now had about seven miles on the heavy and both agreed to intercept the course and continue the approach using normal wake turbulence mitigation techniques (above glideslope). However; agreeing that if we encountered even a burble we were going around.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737 First Officer reported encountering wake turbulence in trail of a 'heavy' on approach into EWR.

Narrative: During arrival into Newark we were on an assigned heading (approximating a downwind to 22L) when we started hearing a heavy also on the frequency. Alerted to the presence of a heavy we noted an aircraft entering the downwind in front of us at our 12 o'clock and about ten miles maneuvering per the instructions of the approach controller issued to the Heavy. We agreed that the 12 o'clock/ten mile target was likely the heavy and made a verbal note of this to each other.A few minutes later we encountered a strong jolt of momentary turbulence (in otherwise completely smooth air) and agreed that the preceding aircraft must be the heavy. The heavy was given a series of headings in the direction of TEB while we were still on our original heading; so the Captain and I were satisfied with the separation that we had.Shortly thereafter we switched frequencies and the next approach controller started giving us headings which were bringing us closer and closer to the heavy however the controller was - initially- keeping us above its flight path. Nonetheless we started discussing amongst ourselves how the controller was really chipping away at our spacing; and discussing RECAT distances.As we were approaching the heavy's flight path; the controller issued us a descent and as we descended we again went through the heavy's wake; this time a longer series of rolls and jolts as we crossed their path. According to TCAS we were about seven miles behind now; but crossing its path at an oblique angle.The captain and I were both concerned about the spacing but since both wake encounters had thus far been at angles to the heavy's flight path we were comfortable letting the controller do his job and surmised that he was going to take us out for an extended downwind/base turn.Shortly thereafter the controller issued a turn to intercept the localizer and a descent to 2;500 feet which put us about five miles in trail. With the recent issuance of RECAT we were skeptical but willing to initiate the approach as we now had a crosswind and the heavy should be in a dirty configuration.As we approached GIMEE we again entered into the heavy's wake just as the controller issued us an immediate turn to 180 for 'spacing'. I had disconnected the autopilot after we entered the wake turbulence and since the plane was already rolling to the left I simply continued the turn to the 180 heading. A few moments later the controller issued us a turn back to 250 to intercept the localizer and continue the approach.As we approached the localizer we noted that we now had about seven miles on the heavy and both agreed to intercept the course and continue the approach using normal wake turbulence mitigation techniques (above glideslope). However; agreeing that if we encountered even a burble we were going around.

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.