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.