CRJ-900 F/O reported repeatedly encountering wake turbulence on descent into JFK in trail of a B777. Repeated requests for ATC assistance in mitigating the wake encounters were required to address the issue.

Narrative

I was pilot monitoring (PM); and my Captain was pilot flying (PF). Coming into JFK; I contacted Approach with a check-in; level at 4;000 ft. Shortly after; we are given a few clearances to slow and to descend. We are vectored around a bit for the approach. We then hit wake turbulence from the aircraft in front of us; causing the airplane to roll; and the autopilot is disengaged by the Captain. The Captain hand flies the aircraft for a moment; then we re-engage the autopilot. We discuss where the wake turbulence may have come from; thinking we were trailing behind a 'Super;' as we had heard at least one 'Super' aircraft talking to the same Controller on the same frequency. The Captain requests for me to ask ATC which aircraft we are trailing behind; so I query ATC and am told we are behind Aircraft Y; along with being issued a clearance to slow. It was unclear with the Controller's response whether it was a Super; or a Heavy aircraft. I respond to the Controller with a readback of the clearance; and inform the Controller that we hit Aircraft Y's wake turbulence. We continue on our originally assigned flight path; until we hit the wake turbulence a second time. After that; I queried ATC again; requesting for more space behind the 'Super' (as we believe the aircraft in front of us to be); as we continued to hit their wake turbulence. The Controller firmly responds to me that it is 'not a super;' and instructs me to 'turn a left heading of 200 and join the localizer.' She also informs me that it is a 'Heavy triple seven;' (Boeing 777); and that we have 'more than enough room' behind that aircraft. We comply with the clearance; and shortly after; we are cleared for the ILS 22L approach into JFK. As we begin to join the approach; we hit the B777's wake for a third time; and the autopilot disengages by itself. The Captain regains control and hand flies the aircraft. The Captain then steps in on the radio and informs ATC that we continue to hit the wake turbulence; we are going around; and we are in need of delay vectors. We proceed to have our approach clearance cancelled; and we receive vectors from the Controller. The autopilot is re-engaged. I proceed to call the flight attendants to make sure they are okay and uninjured; which is confirmed. I was informed that both flight attendants and all passengers were seated. The Captain makes a PA to the passengers about the wake turbulence and our decision to get delay vectors. Upon being vectored back around for the 22L approach; we do not encounter any further wake turbulence or issues.Cause: Technically speaking; we were given the proper amount of separation between our aircraft and the Heavy B777 in front of us. Despite this; we continued to hit their wake turbulence; to the point where the autopilot disengaged by itself. I informed the Air Traffic Controller twice about the first two times we hit the wake turbulence. The first time; I informed the Controller of the wake turbulence we experienced. The second time; I requested more spacing; which was denied. The third time; the Captain had to step in with his authority to state a 'go-around;' and demand the vectors. It was not until the Captain stepped in that we were finally granted the vectors off of the approach course to get away from the Heavy aircraft and stop hitting the wake turbulence. During all of our radio calls; the frequency was busy; and it was difficult to get a word in. On my second call to ATC when I requested more spacing; it took longer than desired to make that radio call due to the frequency congestion. New York Approach was a very busy frequency; and the Controller was handling several aircraft. When I requested more separation from the aircraft in front of us; I called it a 'Super;' thinking it was one of the A380 in front of us. It was actually a 'Heavy' B777. It is my disposition and opinion that when I requested 'more spacing from the 'Super' in front of us; the Air Traffic Controller may have believed thatwe thought we were not being given proper spacing; when that was not the intention of the radio call on my end. Despite the request for more spacing; it was denied; possibly with the Controller thinking that the only reason we were requesting more space was due to us thinking it was a 'Super;' when it was actually a 'Heavy' B777. The point was to get more spacing from the B777 to avoid wake turbulence.Suggestions: The New York Approach Air Traffic Controller assumed an unprofessional tone with us after my request for additional spacing behind the B777. As mentioned in the Cause Narrative that I wrote; I think the Controller was offended; believing that we thought they were not doing their job correctly and not giving us enough spacing. The whole point of my call was not to say the Controller was failing to provide proper spacing between our aircraft and the B777; but it was a request for distance regardless due to the wake turbulence. The Controller failed to recognize this; resulting in us continuing to hit the wake turbulence of the B777 in front of us. ATC Should Clearly Identify Wake Category When Responding to Pilot Queries About Traffic when pilots request information on the aircraft they are following; Controllers should specify both the callsign and wake turbulence category (e.g.; Heavy B777" or "Super A380"); rather than just the callsign alone. This ensures pilots have all relevant information to assess wake risk; especially with operators that fly both "Heavy" and "Super" aircraft under the same call sign.Improve Controller Awareness and Flexibility Regarding Wake EncountersEncourage ATC to consider pilot reports of wake turbulence--even if standard separation exists--as justification for issuing additional spacing or vectors.Standardized ATC Response Protocols for Reported Wake Turbulence EventsDevelop clearer procedures for ATC to respond to wake reports; including evaluating the severity and being prepared to offer tactical solutions such as delay vectors; altitude changes; or spacing increases.Encourage Professional and Constructive Communication Between ATC and Flight CrewsATC personnel should maintain a professional tone; even in busy or high-stress situations. Perceived condescension or dismissiveness can inhibit open communication and hinder collaborative problem-solving; particularly when pilots are attempting to convey legitimate safety concerns like repeated wake turbulence encounters.Promote ATC Training on Intent Clarification and De-escalationControllers should be trained to seek clarification before making assumptions about a pilot's intent--especially when safety-critical terms (like "Super" or "spacing") are used. Recognizing that pilots may request spacing based on operational impact rather than a belief that separation minima are not being met is key to avoiding unnecessary conflict or miscommunication.Support a Just Culture That Prioritizes Safety Over Perceived CriticismBoth pilots and controllers should feel supported in raising concerns without fear of judgment or retaliation. Reinforce in ATC and airline training programs that requests for operational changes (e.g.; increased spacing) are not personal critiques; but risk mitigations."