Narrative:

Our aircraft experienced a significant wake vortex upset at approximately FL340 while climbing to FL380. I later concluded that our aircraft was in trail behind a B757; which was indicating 25 miles of range on the TCAS and was climbing to FL360. The upset occurred as follows: two rapid 30 degree plus right and left rolls with approximately one second pause followed by two more rapid 30 degree left right rolls. When encountering the first upset my subconscious reflex reaction was that I recognized the event as wake vortex; simultaneously disengaged the autopilot while compensating opposite the rolling moments and climbed slightly; turning to the right to get out of the vortex as I visually recognized the contrail vortex ahead of us. Looking at the TCAS I observed a target at 12 o'clock precisely at the 25 mile ring. I advised ATC of the vortex upset; requested a new heading offset and route offset due to vortex upset and requested ATC confirm the aircraft we were following. ATC accepted our request for new heading. ATC quickly provided a new heading and offered the offset route. We offset our route. I passed the flight controls to my sic and went to the back to discuss the event with our owner-passenger. ATC directed the B757 to stop its climb at FL360. After we climbed further above the B757; ATC permitted the B757 to continue its climb to FL360. We were past coate intersection on J36 west bound. Other factors: we possibly could have been more vigilant and observed the approaching contrail above us as we apparently climbed directly and vertically in trail of the larger aircraft on a perfect course between navigation fixes. During ATC communications it may have been possible to have determined we were behind a B757. ATC possibly could have observed the potential conflicted trailing vortex flight path; although 25 miles seems a relatively safe avoidance distance. The seat belt sign was off. Therefore; had a passenger either been out of the seat; had the seat belt unfastened; or been in the lavatory; the potential for physical injury was elevated. Because the B757 was still climbing ahead of us; it is unknown why we were climbing at a higher rate of climb resulting in our climbing through their wing tip vortex. It would appear that they slowed their climb; however this has not been confirmed. This easily could have turned into a crew or passenger injury. This report is to the best of my recollection of the events. Exact altitudes and times were not logged and are estimated.

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Original NASA ASRS Text

Title: Citation Excel Captain reports encountering wake turbulence from proceeding B757 at FL340 during climb. Encounter produces sharp rolls left and right and the vortex can be faintly seen in the remains of the B757 contrail.

Narrative: Our aircraft experienced a significant wake vortex upset at approximately FL340 while climbing to FL380. I later concluded that our aircraft was in trail behind a B757; which was indicating 25 miles of range on the TCAS and was climbing to FL360. The upset occurred as follows: two rapid 30 degree plus right and left rolls with approximately one second pause followed by two more rapid 30 degree left right rolls. When encountering the first upset my subconscious reflex reaction was that I recognized the event as wake vortex; simultaneously disengaged the autopilot while compensating opposite the rolling moments and climbed slightly; turning to the right to get out of the vortex as I visually recognized the contrail vortex ahead of us. Looking at the TCAS I observed a target at 12 o'clock precisely at the 25 mile ring. I advised ATC of the vortex upset; requested a new heading offset and route offset due to vortex upset and requested ATC confirm the aircraft we were following. ATC accepted our request for new heading. ATC quickly provided a new heading and offered the offset route. We offset our route. I passed the flight controls to my SIC and went to the back to discuss the event with our owner-passenger. ATC directed the B757 to stop its climb at FL360. After we climbed further above the B757; ATC permitted the B757 to continue its climb to FL360. We were past COATE intersection on J36 west bound. Other factors: we possibly could have been more vigilant and observed the approaching contrail above us as we apparently climbed directly and vertically in trail of the larger aircraft on a perfect course between NAV fixes. During ATC communications it may have been possible to have determined we were behind a B757. ATC possibly could have observed the potential conflicted trailing vortex flight path; although 25 miles seems a relatively safe avoidance distance. The seat belt sign was off. Therefore; had a passenger either been out of the seat; had the seat belt unfastened; or been in the lavatory; the potential for physical injury was elevated. Because the B757 was still climbing ahead of us; it is unknown why we were climbing at a higher rate of climb resulting in our climbing through their wing tip vortex. It would appear that they slowed their climb; however this has not been confirmed. This easily could have turned into a crew or passenger injury. This report is to the best of my recollection of the events. Exact altitudes and times were not logged and are estimated.

Data retrieved from NASA's ASRS site as of April 2012 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.