Narrative:

We were descending on the braun two arrival into sat between cwk VOR and marcs intersection. We were instructed to cross 5 miles east of marcs at 13000 feet; and had the FMS programmed for a 3.0-degree glide path to that point. The autopilot and VNAV were engaged. We were initially descending at the aircraft's vmo .77mach (transitioning to 305kts vne). Before the incident; we were given 300 knots or less when we transition; so I slowed to 295 knots. Shortly thereafter; we were given to maintain 290 knots or less so I slowed to 285 knots; and was maintaining that airspeed. Moments before the 5 miles from marcs at 13000 feet crossing; the aircraft encountered severe uncontrollable wake turbulence. We felt the 'turbulence' from entering the wake; and an increase in wind noise. I looked down at the yoke to notice the autopilot had the yoke held 45 degrees to the right with the aircraft in a wings level attitude with about 5 degrees nose pitch down. The aircraft then began to roll even more to the right. I felt as if we were going to go over so I disconnected the autopilot and started to apply left aileron. At that moment; we encountered severe turbulence and rolled immediately to the left at least 45 degrees and possibly as much as 60 degrees. I am not for sure how far it went as by the time I looked briefly to the airspeed indicator and then briefly to the throttles to try to get my hands on the throttle; we were rolling back again to a 45 degree right bank angle. I was able to then 'dampen' what appeared to be oscillations; back to wings level. We immediately began a turn in a southerly direction as we notified ATC that we were turning off the airway/arrival due to wake turbulence. Permission was granted to deviate to the right as necessary; and then either left for right as necessary to offset. We asked what we were following and were told we were 5-6 miles behind a 767 that was on the arrival. We were given a lower altitude; which we began descending; and eventually picked up a 270 heading to offset as necessary to avoid further wake encounters. We were given direct troop intersection when able; which we proceeded direct to shortly thereafter. We asked for extra separation from the 767 for the rest of the arrival and vectors for the approach. When we were handed off to san antonio approach; we asked what we were following and were told it was a 'heavy' 767. This is the first time we were informed it was a 'heavy' 767. We executed normal vectors to final and arrival on the ILS 13R into san antonio.

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Original NASA ASRS Text

Title: C525 Captain reported encountering severe wake turbulence in trail of a B767 that resulted in rolls left and right to as much as 60 degree bank angle.

Narrative: We were descending on the BRAUN TWO arrival into SAT between CWK VOR and MARCS intersection. We were instructed to cross 5 miles east of MARCS at 13000 feet; and had the FMS programmed for a 3.0-degree glide path to that point. The Autopilot and VNAV were engaged. We were initially descending at the aircraft's Vmo .77mach (transitioning to 305kts Vne). Before the incident; we were given 300 knots or less when we transition; so I slowed to 295 knots. Shortly thereafter; we were given to maintain 290 knots or less so I slowed to 285 knots; and was maintaining that airspeed. Moments before the 5 miles from MARCS at 13000 feet crossing; the aircraft encountered severe uncontrollable wake turbulence. We felt the 'turbulence' from entering the wake; and an increase in wind noise. I looked down at the yoke to notice the Autopilot had the yoke held 45 degrees to the right with the aircraft in a wings level attitude with about 5 degrees nose pitch down. The aircraft then began to roll even more to the right. I felt as if we were going to go over so I disconnected the Autopilot and started to apply left aileron. At that moment; we encountered severe turbulence and rolled immediately to the left at least 45 degrees and possibly as much as 60 degrees. I am not for sure how far it went as by the time I looked briefly to the airspeed indicator and then briefly to the throttles to try to get my hands on the throttle; we were rolling back again to a 45 degree right bank angle. I was able to then 'dampen' what appeared to be oscillations; back to wings level. We immediately began a turn in a southerly direction as we notified ATC that we were turning off the airway/arrival due to wake turbulence. Permission was granted to deviate to the right as necessary; and then either left for right as necessary to offset. We asked what we were following and were told we were 5-6 miles behind a 767 that was on the arrival. We were given a lower altitude; which we began descending; and eventually picked up a 270 heading to offset as necessary to avoid further wake encounters. We were given direct TROOP intersection when able; which we proceeded direct to shortly thereafter. We asked for extra separation from the 767 for the rest of the arrival and vectors for the approach. When we were handed off to San Antonio approach; we asked what we were following and were told it was a 'heavy' 767. This is the first time we were informed it was a 'heavy' 767. We executed normal vectors to final and arrival on the ILS 13R into San Antonio.

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.