ERJ-175 flight crew reported an inflight upset resulted when they encountered wake turbulence on descent into PHX in trail of a heavy aircraft. ATC was not helpful when they requested a track deviation prior to the encounter.
Synopsis
ERJ-175 flight crew reported an inflight upset resulted when they encountered wake turbulence on descent into PHX in trail of a heavy aircraft. ATC was not helpful when they requested a track deviation prior to the encounter.
Narrative
While flying the HYDRR ONE Arrival into PHX; we were following a heavy Aircraft Y. The FO was the PF and the CA was the PM. When becoming aware that we were following an Aircraft Y; 5 miles in trail; we requested to sidestep upwind in order to mitigate the threat of wake turbulence. ATC was unable to accommodate since we were not yet experiencing the wake turbulence. The CA and the FO created a shared mental model that if we experienced wake turbulence we would use emergency authority to deviate upwind and away from the wake turbulence. Along with that; the CA made an announcement to have everyone seated; including the flight attendants; as a preemptive measure. Once passing JUDTH on the arrival; ATC cleared us direct GEELA and to descend via the arrival. While descending through FL230; the aircraft began to experience minor oscillations similar to light turbulence. The FO put their hands on the controls and shortly after the aircraft experienced the full wake of the Aircraft Y; banking left between 15 and 20 degrees and slight nose up attitude. The FO disconnected AP (Autopilot) and recovered by pushing the nose down; rolling the wings level; increasing thrust; and stabilizing the aircraft. During the recovery; the CA requested priority handling and stated that we were experiencing wake turbulence and deviating course to evade the wake. Once stable; the FO flight upwind which was left of course and leveled the pitch in order to stop the descent into further wake. The FO then called for heading; altitude; and autopilot which the CA armed on the FMA (Flight Mode Annunciator). Once fully recovered and away from the wake; the CA called the flight attendants to see if there were any injuries; which there were not as everyone was seated and buckled in. ATC clarified if we still needed priority handling and if there were any injuries. We responded negative; cancelled priority handling; and continued on course with the arrival begin directed to fly direct GEELA and to continue the arrival descent. We created space between the Aircraft Y and ourselves and landed uneventfully. Debriefed on the ground.Cause: The cause of this was due to lack of separation from a heavy Aircraft Y and lack of accommodation when preemptive actions were requested by the pilots. Suggestions: In order to avoid this in the future; further separation from a heavy Aircraft Y is needed. If ATC will not accommodate; we must be more assertive in how it is necessary for safety.
Second reporter narrative
On Day 0; at approximately XA:55 while conducting an arrival into PHX on the HYDDR1 arrival we noticed an Aircraft Y; 2000 feet above and 5-10 miles ahead. Course was transversing ours. We requested a sidestep to the up-wind side of the heavy's course to avoid wake. ATC said unable to the right; but you can go left; but that would put us in the wake. so; we stayed where we were. Me and my FO created a shared mental model. If we were to encounter wake turbulence we will request priority handling and deviate as safety dictates away from the wake turbulence.It was at that time was getting a little choppy I had the seatbelt sign on and I made an announcement for the flight attendants to prepare the cabin and take their jump seats. Once passing JUDTH on the arrival we no longer had contact with the Aircraft Y; we then thought it was no longer a threat. No advisory was given by ATC that we would be following the heavy on the arrival into PHX.We were then cleared direct GEELA and to descend via the HYDDR1. While descending through FL230 the aircraft started getting some light chop and oscillations. My FO then guarded the controls and shortly after we experienced the wake. The right wing up; banking left 15-20 degrees with a pitch up attitude. I then requested priority handling as my FO disengaged the auto pilot and recovered. We then deviated off course to the northeast away from the wake upwind and were told to Descend and Maintain FL190.Once the aircraft was stable; I called the flight attendants; and they reported the passengers were seated and flight attendants were in their jump seats. There were no injuries. At that time; we repopulated the FMA (Flight Mode Annunciator) and re engaged the auto pilot. I then at that time cancelled the priority handling request and we said we were able go back on course. We were then cleared direct GEELA.We then advised ATC that we will be creating space between us and the Aircraft Y. We landed uneventfully and debriefed at the gate.Cause: ATCs lack of communication that we would be following a heavy into PHX. As well as lack of spacing on the arrival.Suggestions: ATC needs to communicate with pilots when following a heavy not sometimes but all the time and provide adequate spacing and accommodations for deviation requests that aircraft request while following a heavy.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.