Narrative:

Captain (ca) was pilot flying (PF); first officer (first officer) was pilot monitoring (pm). On the descent into atl on the WARRR1 arrival. Given honie at 14;000 feet; 250 knots. Aircraft was previously assigned 300 knots. Pilot flying (PF) maintained a 3 degree descent rate until the last 15 miles; then reduced thrust to idle and shallowed out descent rate to slow down. We leveled off at 14;000 feet about 9 miles prior to honie and began a speed reduction to 250 knots. At honie we encountered wake turbulence. This was apparent as the weather was not providing any turbulence and the aircraft started rocking in a roll motion. First encounter autopilot stayed on with about 10 degrees of bank; lasted 5 seconds. About 15 seconds later; encountered it again; this time 20 degrees of bank to the left. Autopilot disconnected; PF took over controls. Pm told ATC we were encountering wake turbulence and requested to reduce speed further. A different controller came on and said he would descend the aircraft causing the wake. There were two controllers working the frequency; it sounded like a new person being trained. The aircraft causing the wake was a 737-700 model aircraft. During the descent and arrival we had a tail wind around 47knots. Distance on the TCAS with the aircraft was 5 miles. The 737 could have been high on the arrival; putting us in the situation where we encountered the wake. Separation looked normal coming on the arrival. The tail wind could have an effect keeping the wake residual last longer. A new controller was working the frequency; this was obviously by his tone and the other controller would come on and issue instructions.

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Original NASA ASRS Text

Title: CRJ-200 First Officer reported encountering wake turbulence in trail of a B737-700 on arrival into ATL.

Narrative: Captain (CA) was pilot flying (PF); First Officer (FO) was pilot monitoring (PM). On the descent into ATL on the WARRR1 arrival. Given HONIE at 14;000 feet; 250 knots. Aircraft was previously assigned 300 knots. Pilot Flying (PF) maintained a 3 degree descent rate until the last 15 miles; then reduced thrust to idle and shallowed out descent rate to slow down. We leveled off at 14;000 feet about 9 miles prior to HONIE and began a speed reduction to 250 knots. At HONIE we encountered wake turbulence. This was apparent as the weather was not providing any turbulence and the aircraft started rocking in a roll motion. First encounter autopilot stayed on with about 10 degrees of bank; lasted 5 seconds. About 15 seconds later; encountered it again; this time 20 degrees of bank to the left. Autopilot disconnected; PF took over controls. PM told ATC we were encountering wake turbulence and requested to reduce speed further. A different controller came on and said he would descend the aircraft causing the wake. There were two controllers working the frequency; it sounded like a new person being trained. The aircraft causing the wake was a 737-700 model aircraft. During the descent and arrival we had a tail wind around 47knots. Distance on the TCAS with the aircraft was 5 miles. The 737 could have been high on the arrival; putting us in the situation where we encountered the wake. Separation looked normal coming on the arrival. The tail wind could have an effect keeping the wake residual last longer. A new controller was working the frequency; this was obviously by his tone and the other controller would come on and issue instructions.

Data retrieved from NASA's ASRS site 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.