AN ACR FK10 FLC HAD AN ENCOUNTER WITH THE WAKE OF A B767 DURING AN APCH TO THE SAME RWY. THE B767 WAS 5 MI AHEAD OF THEM.

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DURING VECTORING FOR ILS ORD RWY 27R; WE WERE FOLLOWING A B767 WHICH WAS 5 MI AHEAD. WE WERE AT 4000 FT; HDG 180 DEGS. WE WERE GIVEN A R HAND TURN TO INTERCEPT THE ORD RWY 27R LOC. WHILE WE WERE IN THE TURN; WE ENCOUNTERED THE WAKE TURB FROM THE B767 AHEAD. THE CAPT LEVELED THE WINGS TO RECOVER; AND IN THE PROCESS; WE DRIFTED TO THE S OF THE LOC. ATC GAVE US A NEW HEADING TO INTERCEPT AND ASKED IF WE HAD THE ORD RWY 27R LOC DIALED IN; WHICH WE CONFIRMED. WE CORRECTED AND INTERCEPTED AND FLEW THE REMAINDER OF THE APCH SLIGHTLY ABOVE THE GS TO AVOID ANY MORE THRILL RIDES. THE WIND AT 4000 FT WAS 300 DEGS AT 17 KTS AS I RECALL. I THOUGHT THE CAPT DID A COMMENDABLE JOB AT MAINTAINING CTL OF THE ACFT WHICH STARTED TO ROLL. DEV FROM THE LCL INTERCEPT WAS UNAVOIDABLE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR WAS THE FO ON A FK10 THAT HIT THE WAKE OF ANOTHER ACR'S B767 DURING AN APCH TO ORD. HE SAID THAT THE ACFT WAS ON A VECTOR TO INTERCEPT THE ILS TO RWY 27R; AND THE WDB TFC HAD BEEN POINTED OUT TO THEM BY THE CTLR. THEY WERE SURPRISED WHEN THEY HIT THE WAKE BECAUSE THEY THOUGHT THAT THE WINDS WOULD BLOW IT AWAY; BUT THEY WERE STILL TO THE N OF THE APCH COURSE WHEN THE ROLL BEGAN. THE ACFT ROLLED TO THE R; BUT THE CAPT WAS ABLE TO CTL IT. HE SAID THAT HE FELT THE ACFT MOVE TO THE R; OR S OF THE APCH COURSE; AND THE CTLR REMARKED ABOUT THEIR POS VERSUS THE LOC. THEY CORRECTED AND STAYED HIGH ON THE GS FOR THE REMAINDER OF THE APCH AND HAD NO ADDITIONAL TROUBLE.