Narrative:

Our flight plan clearance was thorn alwys cedes archi direct. Prior to cedes we were cleared to join the quiet bridge visual course for rw28R after archi. Before archi we were slowed and turned right on a heading to sequence traffic for 28L to get ahead of us. Once they past us we were recleared to archi; and maintain visual separation from the aircraft. Our altitude was restricted to 8000 ft and our speed was to maintain 180 kts (may have been 200). After archi we encountered the wake turbulence of the preceding aircraft and with our course; altitude and airspeed restricted I maneuvered slightly left of course to exit the wake. The approach controller asked us if we were established on the 95 degree course to which we responded yes and that we were maneuvering because of the wake encounter (we were actually navigating outbound from archi on a 260 course to intercept the 095 sfo radial but the course needle was centered thus our mistake). Again the controller asked if we were established on the 095 radial. Thinking this was the clearance that was requested I switched to short range navigation to join the 095 sfo radial (we had not reached the 20 DME fix yet). This slight left turn would further protect us from wake and would put us were the controller thought we should be. The short range nav proved problematic as the course was scalloping a bit. When the short and long range courses lined up I switched back to long range nav for the quiet bridge visual approach. We were then allowed to descend to 6000 ft which we did rapidly to get well below the aircraft as we had again entered its wake. Soon afterward our courses diverged sufficiently that wake was no longer a factor and we continued the approach to landing. I'm not sure why the [other] aircraft was put in front of us when it was above and behind us and I don't know why the approach controller thought we would be on the sfo 095 radial outside of the 20 DME fix but I feel they both contributed to our wake turbulence encounters. I don't think we could avoid this situation again as the aircraft was behind us so we could not see what was happening until it was too late.

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Original NASA ASRS Text

Title: CE-750 Captain reported encountering wake turbulence on the Quiet Bridge Visual Approach to SFO when an air carrier aircraft was sequenced ahead of them.

Narrative: Our flight plan clearance was THORN ALWYS CEDES ARCHI Direct. Prior to CEDES we were cleared to join the Quiet Bridge Visual course for rw28R after ARCHI. Before ARCHI we were slowed and turned right on a heading to sequence traffic for 28L to get ahead of us. Once they past us we were recleared to ARCHI; and maintain visual separation from the aircraft. Our altitude was restricted to 8000 ft and our speed was to maintain 180 kts (May have been 200). After ARCHI we encountered the wake turbulence of the preceding aircraft and with our course; altitude and airspeed restricted I maneuvered slightly left of course to exit the wake. The approach controller asked us if we were established on the 95 degree course to which we responded Yes and that we were maneuvering because of the wake encounter (we were actually navigating outbound from ARCHI on A 260 course to intercept the 095 SFO radial but the course needle was centered thus our mistake). Again the controller asked if we were established on the 095 radial. Thinking this was the clearance that was requested I switched to short range navigation to join the 095 SFO radial (We had not reached the 20 DME fix yet). This slight left turn would further protect us from wake and would put us were the controller thought we should be. The short range nav proved problematic as the course was scalloping a bit. When the short and long range courses lined up I switched back to long range nav for the Quiet Bridge Visual approach. We were then allowed to descend to 6000 ft which we did rapidly to get well below the aircraft as we had again entered its wake. Soon afterward our courses diverged sufficiently that wake was no longer a factor and we continued the approach to landing. I'm not sure why the [other] aircraft was put in front of us when it was above and behind us and I don't know why the approach controller thought we would be on the SFO 095 radial outside of the 20 DME fix but I feel they both contributed to our wake turbulence encounters. I don't think we could avoid this situation again as the aircraft was behind us so we could not see what was happening until it was too late.

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.