Narrative:

At approximately 25 NM from dawna and descending through FL180; we experienced moderate wake turbulence from a preceding g-iv. The airplane recovered initially; however the second blast of disturbed air knocked the autopilot off with some pretty good upsets. I decided to maneuver the aircraft upwind (south of course) with a momentary level off; as the winds were out of that direction and should have helped the situation. I instructed my first officer to notify ATC immediately but the frequency was pretty tied up. We hit a third round of wake turbulence after now paralleling the course 3/4 dot left; approximately 1.5 miles. Finally getting in touch with ATC and explaining our situation followed by a return to the kayoh five arrival and instructing ATC of the need to remain above the glide path of the g-iv; we continued on the arrival and approach for a normal landing.looking back; the only thing I would have done differently is hit the identification button to flash the ATC scope; possibly alerting the controller that we needed to break in on the conversation. Maybe even squawking 7700 if we weren't able to reach ATC or get back on course in a timely manner. I didn't execute my emergency authority because I wasn't even a full dot off course and still was able to get back on course and make the altitude and speed restrictions.

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Original NASA ASRS Text

Title: CE-750 Captain reported encountering wake turbulence descending through FL180 in trail of a G-IV on arrival into SNA.

Narrative: At approximately 25 NM from DAWNA and descending through FL180; we experienced moderate wake turbulence from a preceding G-IV. The airplane recovered initially; however the second blast of disturbed air knocked the autopilot off with some pretty good upsets. I decided to maneuver the aircraft upwind (south of course) with a momentary level off; as the winds were out of that direction and should have helped the situation. I instructed my First Officer to notify ATC immediately but the frequency was pretty tied up. We hit a third round of wake turbulence after now paralleling the course 3/4 dot left; approximately 1.5 miles. Finally getting in touch with ATC and explaining our situation followed by a return to the KAYOH FIVE Arrival and instructing ATC of the need to remain above the glide path of the G-IV; we continued on the arrival and approach for a normal landing.Looking back; the only thing I would have done differently is hit the ID button to flash the ATC scope; possibly alerting the Controller that we needed to break in on the conversation. Maybe even squawking 7700 if we weren't able to reach ATC or get back on course in a timely manner. I didn't execute my emergency authority because I wasn't even a full dot off course and still was able to get back on course and make the altitude and speed restrictions.

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.