Narrative:

Cle ATC vectored us to runway 23L about 30 mi out. Cle ATC asked us if we had traffic at 2 O'clock, a 737 at 6000 ft. (We were at 4000 ft.) we said we had the traffic. Cle ATC said keep an eye on traffic. As we got about 20 mi out from the OM, cle ATC told the 737 to descend to 3000 or 4000 ft. We didn't have the 737 in sight any more. Then cle ATC cleared the 737 for the approach to runway 23L. Cle ATC asked us to descend to 3000 ft. Then about 15 mi out cle ATC cleared us for the runway 23L approach. Note: WX was clear 20 mi visibility and no wind! As we intersected the localizer to runway 23L we were about 8 mi from the OM. We saw the 737 again and noticed that we were getting closer. So we reduced power to idle and put approach flaps out and landing gear out. As we got closer to GS intercept and put down full flaps and intersected the localizer and GS we hit some wake turbulence and went to a 45 degree bank to the right. Then as we got wings level we hit some more and went to a 90 degree bank to the right again. Note: power was idle and flaps full and we were at 2700 ft and 15 KTS above vref, while still in the wake turbulence at a 90 degree bank to the right. We nosed the plane down because we couldn't level wings and lost 200 or 300 ft and regained control of the plane. As we started back to the localizer and GS we again hit some light wake turbulence and called cle tower and requested runway 23R instead and told cle tower what happened. Cle tower told us we had between 3 - 4 1/2 mi spacing at all times. This statement is very brief. Corrective actions: better spacing whether on visual approach or IFR approach. Normal corrections could not be done because we could not get wings level.

Related reports:

Google
 

Original NASA ASRS Text

Title: LOSS OF ACFT CTL IN A CITATION II FOLLOWING A B737. TA GIVEN. SIGHTED TFC LOST. WAKE ENCOUNTER. WAKE TURB SEPARATION CRITERION.

Narrative: CLE ATC VECTORED US TO RWY 23L ABOUT 30 MI OUT. CLE ATC ASKED US IF WE HAD TFC AT 2 O'CLOCK, A 737 AT 6000 FT. (WE WERE AT 4000 FT.) WE SAID WE HAD THE TFC. CLE ATC SAID KEEP AN EYE ON TFC. AS WE GOT ABOUT 20 MI OUT FROM THE OM, CLE ATC TOLD THE 737 TO DSND TO 3000 OR 4000 FT. WE DIDN'T HAVE THE 737 IN SIGHT ANY MORE. THEN CLE ATC CLRED THE 737 FOR THE APCH TO RWY 23L. CLE ATC ASKED US TO DSND TO 3000 FT. THEN ABOUT 15 MI OUT CLE ATC CLRED US FOR THE RWY 23L APCH. NOTE: WX WAS CLR 20 MI VISIBILITY AND NO WIND! AS WE INTERSECTED THE LOC TO RWY 23L WE WERE ABOUT 8 MI FROM THE OM. WE SAW THE 737 AGAIN AND NOTICED THAT WE WERE GETTING CLOSER. SO WE REDUCED PWR TO IDLE AND PUT APCH FLAPS OUT AND LNDG GEAR OUT. AS WE GOT CLOSER TO GS INTERCEPT AND PUT DOWN FULL FLAPS AND INTERSECTED THE LOC AND GS WE HIT SOME WAKE TURB AND WENT TO A 45 DEG BANK TO THE R. THEN AS WE GOT WINGS LEVEL WE HIT SOME MORE AND WENT TO A 90 DEG BANK TO THE R AGAIN. NOTE: PWR WAS IDLE AND FLAPS FULL AND WE WERE AT 2700 FT AND 15 KTS ABOVE VREF, WHILE STILL IN THE WAKE TURB AT A 90 DEG BANK TO THE R. WE NOSED THE PLANE DOWN BECAUSE WE COULDN'T LEVEL WINGS AND LOST 200 OR 300 FT AND REGAINED CTL OF THE PLANE. AS WE STARTED BACK TO THE LOC AND GS WE AGAIN HIT SOME LIGHT WAKE TURB AND CALLED CLE TWR AND REQUESTED RWY 23R INSTEAD AND TOLD CLE TWR WHAT HAPPENED. CLE TWR TOLD US WE HAD BTWN 3 - 4 1/2 MI SPACING AT ALL TIMES. THIS STATEMENT IS VERY BRIEF. CORRECTIVE ACTIONS: BETTER SPACING WHETHER ON VISUAL APCH OR IFR APCH. NORMAL CORRECTIONS COULD NOT BE DONE BECAUSE WE COULD NOT GET WINGS LEVEL.

Data retrieved from NASA's ASRS site as of July 2007 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.