Narrative:

Encountered strong wake turbulence while being vectored to ILS 14 at lszh (final course 136) 7 miles in trail of an A340. Our FMS indicated that the wind was from the left at 4 KTS; OAT was plus 19 and smooth air. We were vectored in a large south shaped pattern to the intercept. The A340 was vectored in a similar; but tighter (inside of our pattern) course. We initially made visual contact with the A340 at 12-o'clock; 5 miles; co-altitude; heading approximately 90 degrees of ours from right to left. Subsequently; he was given vectors through a left 90 and right 180 to intercept. We received vectors through a 180 to the left; followed by two right 90's to intercept. We intercepted the localizer at approximately 18 DME; 7 miles in trail of the A340. Prior to intercept we were given a descent clearance to 4;000 ft and instructed to maintain 180 KIAS to the FAF. While the A340 was still in sight; it was not possible to determine at what altitude he intercepted the localizer. I made the comment that I was planning to intercept high on the glideslope and remain high to touchdown. I offset slightly to the left and stopped my descent at 4;800 ft. I selected igniters on. At approximately 11 DME we were still below the glideslope; but the needle was coming down. There was an initial warning buffet in the otherwise very smooth air; then a sharp roll to approximately 60 degrees right wing down. I selected full power and small pitch-up. Heading change was 20 degrees to the right and we ended up wings-level at 5;100 ft 210 KIAS. I re-acquired the localizer and flew the remainder of the ILS above the glideslope to an uneventful landing. The normal 5 mile separation would have been even worse. If ATC had vectored us to intercept at a higher altitude than the A340; I would have had the opportunity to avoid his wake.

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Original NASA ASRS Text

Title: A Falcon 900 Captain reported a wake turbulence encounter on approach to LSZH when he was vectored to follow an A340.

Narrative: Encountered strong wake turbulence while being vectored to ILS 14 at LSZH (final course 136) 7 miles in trail of an A340. Our FMS indicated that the wind was from the left at 4 KTS; OAT was plus 19 and smooth air. We were vectored in a large S shaped pattern to the intercept. The A340 was vectored in a similar; but tighter (inside of our pattern) course. We initially made visual contact with the A340 at 12-o'clock; 5 miles; co-altitude; heading approximately 90 degrees of ours from right to left. Subsequently; he was given vectors through a left 90 and right 180 to intercept. We received vectors through a 180 to the left; followed by two right 90's to intercept. We intercepted the localizer at approximately 18 DME; 7 miles in trail of the A340. Prior to intercept we were given a descent clearance to 4;000 FT and instructed to maintain 180 KIAS to the FAF. While the A340 was still in sight; it was not possible to determine at what altitude he intercepted the localizer. I made the comment that I was planning to intercept high on the glideslope and remain high to touchdown. I offset slightly to the left and stopped my descent at 4;800 FT. I selected igniters on. At approximately 11 DME we were still below the glideslope; but the needle was coming down. There was an initial warning buffet in the otherwise very smooth air; then a sharp roll to approximately 60 degrees right wing down. I selected full power and small pitch-up. Heading change was 20 degrees to the right and we ended up wings-level at 5;100 FT 210 KIAS. I re-acquired the localizer and flew the remainder of the ILS above the glideslope to an uneventful landing. The normal 5 mile separation would have been even worse. If ATC had vectored us to intercept at a higher altitude than the A340; I would have had the opportunity to avoid his wake.

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.