Carj initiates evasive maneuver due to wake turbulence of preceding MD80 on approach to ord.

Attributes
ACN	507112
Time
Date	200104
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : ord.airport
State Reference	IL
Altitude	msl single value : 5000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : c90.tracon
Operator	common carrier : air carrier
Make Model Name	Regional Jet CL65, Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach
Route In Use	approach : visual arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : c90.tracon
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : atp pilot : commercial
Experience	flight time last 90 days : 200 flight time total : 5840 flight time type : 500
ASRS Report	507112
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : multi engine
Events
Anomaly	altitude deviation : excursion from assigned altitude conflict : airborne less severe inflight encounter : wake turbulence other anomaly other spatial deviation
Independent Detector	aircraft equipment : tcas
Resolutory Action	controller : issued advisory flight crew : took evasive action flight crew : returned to intended or assigned course flight crew : became reoriented
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 30000
Supplementary
Problem Areas	Airport Flight Crew Human Performance
Primary Problem	Aircraft

Narrative:

On approach ILS runway 22R. OM GS approximately 5 NM behind MD80. Our aircraft banked several times violently at one point reaching 40 degrees bank to the right and unable to control with normal control inputs. I added power and turned left of the localizer to evade the wake turbulence. Approach control queried the reason for our turn and we had told him what had happened. The controller was concerned due to simultaneous approaches to runway 22L. We had the paralleling traffic in sight and at no time did we get close to any traffic to cause an unsafe situation. The MD80 may have been high on the glide slope and we were right on GS. He was showing lower on our TCAS (relative to our aircraft's altitude). These wake turbulence encounters occur very often going into ord regardless of aircraft type and proper separation (when leading aircraft is larger than the CL65). Callback conversation with reporter revealed the following information: reporter advised that this was his first, real time wake turbulence incident. Although his previous aircraft was a large, air carrier turboprop, he felt that the carj was extra sensitive to wake turbulence, being a 'real handful.'

Original NASA ASRS Text

Title: CARJ INITIATES EVASIVE MANEUVER DUE TO WAKE TURBULENCE OF PRECEDING MD80 ON APCH TO ORD.

Narrative: ON APPROACH ILS RWY 22R. OM GS APPROXIMATELY 5 NM BEHIND MD80. OUR ACFT BANKED SEVERAL TIMES VIOLENTLY AT ONE POINT REACHING 40 DEGREES BANK TO THE RIGHT AND UNABLE TO CONTROL WITH NORMAL CONTROL INPUTS. I ADDED POWER AND TURNED LEFT OF THE LOCALIZER TO EVADE THE WAKE TURBULENCE. APPROACH CONTROL QUERIED THE REASON FOR OUR TURN AND WE HAD TOLD HIM WHAT HAD HAPPENED. THE CONTROLLER WAS CONCERNED DUE TO SIMULTANEOUS APPROACHES TO RWY 22L. WE HAD THE PARALLELING TFC IN SIGHT AND AT NO TIME DID WE GET CLOSE TO ANY TFC TO CAUSE AN UNSAFE SITUATION. THE MD80 MAY HAVE BEEN HIGH ON THE GLIDE SLOPE AND WE WERE RIGHT ON GS. HE WAS SHOWING LOWER ON OUR TCAS (RELATIVE TO OUR ACFT'S ALTITUDE). THESE WAKE TURBULENCE ENCOUNTERS OCCUR VERY OFTEN GOING INTO ORD REGARDLESS OF ACFT TYPE AND PROPER SEPARATION (WHEN LEADING ACFT IS LARGER THAN THE CL65). CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR ADVISED THAT THIS WAS HIS FIRST, REAL TIME WAKE TURBULENCE INCIDENT. ALTHOUGH HIS PREVIOUS ACFT WAS A LARGE, ACR TURBOPROP, HE FELT THAT THE CARJ WAS EXTRA SENSITIVE TO WAKE TURBULENCE, BEING A 'REAL HANDFUL.'

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.