Narrative:

On arrival into phl on the bojid RNAV arrival; after selecting flaps to 9 degrees; we received the EICAS advisory flap low speed. I transferred flight controls to my first officer and ran the QRH procedure. We then calculated flaps 22 landing performance numbers instead of 45 degrees for the slow flap actuation. We then informed ATC that we would have to slow down/configure early on the approach.we then received vectors for the ILS 27R approach. We were cleared for the ILS 27R approach aprox. 5 miles outside of jalto and were level at 3;000 feet. At approximately 2 miles outside of jalto; we selected flaps 22 degrees. At this point we were level at 3;000 ft. Waiting to intercept the glide slope for runway 27R and were 4.5 miles in-trail of a boeing 767. It was at this point we encountered wake turbulence from the 767 and the aircraft rolled to what I believe to be a 30 degree bank to the left. No altitude was lost. I immediately disconnected the autopilot and corrected with full aileron input to the right; this initially did not stop the roll; but shortly after recovered to a wings level attitude. Since we were still level at 3;000 feet and waiting to intercept the glide slope on the approach we elected to continue the approach and stay slightly high on the glide path once intercepting the glide slope. The flight continued to phl and landed without further incident. Upon arrival at the gate in phl I contacted dispatch and maintenance and the aircraft was written up for both the flap low speed EICAS advisory as well as the wake turbulence/severe turbulence encounter. Due to being in trail of a boeing 767; we encountered wake turbulence and an un-commanded 30 degree bank to the left at 3;000 feet.I disconnected the autopilot and corrected from the upset attitude.

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Original NASA ASRS Text

Title: EMB-145 Captain reported encountering wake turbulence 4.5 miles in trail of a B767 on arrival into PHL.

Narrative: On arrival into PHL on the BOJID RNAV arrival; after selecting flaps to 9 degrees; we received the EICAS advisory FLAP LOW SPEED. I transferred flight controls to my First Officer and ran the QRH procedure. We then calculated flaps 22 landing performance numbers instead of 45 degrees for the slow flap actuation. We then informed ATC that we would have to slow down/configure early on the approach.We then received vectors for the ILS 27R approach. We were cleared for the ILS 27R approach aprox. 5 miles outside of JALTO and were level at 3;000 feet. At approximately 2 miles outside of JALTO; we selected flaps 22 degrees. At this point we were level at 3;000 ft. waiting to intercept the glide slope for Runway 27R and were 4.5 miles in-trail of a Boeing 767. It was at this point we encountered wake turbulence from the 767 and the aircraft rolled to what I believe to be a 30 degree bank to the left. No altitude was lost. I immediately disconnected the autopilot and corrected with full aileron input to the right; this initially did not stop the roll; but shortly after recovered to a wings level attitude. Since we were still level at 3;000 feet and waiting to intercept the glide slope on the approach we elected to continue the approach and stay slightly high on the glide path once intercepting the glide slope. The flight continued to PHL and landed without further incident. Upon arrival at the gate in PHL I contacted Dispatch and Maintenance and the aircraft was written up for both the flap low speed EICAS advisory as well as the wake turbulence/severe turbulence encounter. Due to being in trail of a Boeing 767; we encountered wake turbulence and an un-commanded 30 degree bank to the left at 3;000 feet.I disconnected the autopilot and corrected from the upset attitude.

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.