Narrative:

ATC cleared us to descend to 3;000 ft and slow to 180 knots and fly heading 360. We reported the preceding airbus in sight. ATC gave us heading 300 follow the airbus for the visual approach to 27L. Right after establishing the 300 heading; we encountered heavy wake turbulence. The autopilot disconnected as the aircraft rolled through 50-60 degrees and the 'bank angle' aural sounded. I used full aileron control input to stop the roll and established a heading of about 315 degrees. In an effort to increase spacing from the airbus and side step the wake; I maintained that heading. To increase the stall margin I called for flaps 30 and continuous ignition to be added. The first officer complied and notified ATC we encountered wake turbulence. The speed slowed below 180 prior to depot and was at about 160 1.5 - 2 miles prior to depot. Wake turbulence nibbled at the aircraft several times after the first encounter and we were very focused on controlling the aircraft and taking action to mitigate further loss of control. Another controller then chastised us for slowing early and [then] he demanded compliance in the future. Because we were focused on controlling the aircraft; we did not adequately articulate the need for us to deviate from the ATC instructions. The controller was not able to interpret our notification of encountering wake turbulence as our having a difficulty controlling the aircraft. Speak up quickly and precisely when an undesired state is encountered and to notify ATC that the flight is unable to continue on the clearance.

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Original NASA ASRS Text

Title: CRJ900 flight crew reported encountering significant wake turbulence in trail of an A320 on approach to ATL.

Narrative: ATC cleared us to descend to 3;000 ft and slow to 180 knots and fly heading 360. We reported the preceding Airbus in sight. ATC gave us heading 300 follow the Airbus for the visual approach to 27L. Right after establishing the 300 heading; we encountered heavy wake turbulence. The autopilot disconnected as the aircraft rolled through 50-60 degrees and the 'Bank Angle' aural sounded. I used full aileron control input to stop the roll and established a heading of about 315 degrees. In an effort to increase spacing from the Airbus and side step the wake; I maintained that heading. To increase the stall margin I called for flaps 30 and continuous ignition to be added. The First Officer complied and notified ATC we encountered wake turbulence. The speed slowed below 180 prior to DEPOT and was at about 160 1.5 - 2 miles prior to DEPOT. Wake turbulence nibbled at the aircraft several times after the first encounter and we were very focused on controlling the aircraft and taking action to mitigate further loss of control. Another Controller then chastised us for slowing early and [then] he demanded compliance in the future. Because we were focused on controlling the aircraft; we did not adequately articulate the need for us to deviate from the ATC instructions. The controller was not able to interpret our notification of encountering wake turbulence as our having a difficulty controlling the aircraft. Speak up quickly and precisely when an undesired state is encountered and to notify ATC that the flight is unable to continue on the clearance.

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.