Narrative:

We were being vectored for the approach to rwy 22 in lga. We were sequenced behind a [heavy airbus] that; when pointed out to us; appeared to be at our altitude and at least 3 miles ahead of us. We were at 170 knots; given a final turn to intercept the localizer and cleared for the approach; then swapped to tower. At 2000 ft; just prior to glideslope intercept; still 170 knots; we experienced significant wake turbulence. The autopilot was engaged; yet the aircraft rolled sharply to the left; about 20-30 [degrees] of bank and then violently to the right; at least 35 [degrees] of bank. The autopilot attempted to recover; however the upset seemed significant enough that I made the decision to disengage the autopilot; and due to our relatively slow speed; increased thrust and held altitude to fly out of the turbulence.due to the visual conditions; and the fact that we were at glideslope intercept point; we could have continued to land; but we both felt doing so would lead to another wake encounter. Instead we informed tower that we were going around due to a wake turbulence encounter and requested to be sequenced back in for the approach. I spoke with the flight attendant who informed me that no one had been injured and everyone was fine in the back. Due to the high work load environment; and this reassurance I chose not to make a PA to the passengers. There was more than the required separation behind the [airbus].

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Original NASA ASRS Text

Title: CRJ-700 flight crew reported executing a go-around after encountering wake turbulence on approach to LGA in trail of a heavy Airbus.

Narrative: We were being vectored for the approach to Rwy 22 in LGA. We were sequenced behind a [heavy Airbus] that; when pointed out to us; appeared to be at our altitude and at least 3 miles ahead of us. We were at 170 knots; given a final turn to intercept the localizer and cleared for the approach; then swapped to Tower. At 2000 ft; just prior to glideslope intercept; still 170 knots; we experienced significant wake turbulence. The autopilot was engaged; yet the aircraft rolled sharply to the left; about 20-30 [degrees] of bank and then violently to the right; at least 35 [degrees] of bank. The autopilot attempted to recover; however the upset seemed significant enough that I made the decision to disengage the autopilot; and due to our relatively slow speed; increased thrust and held altitude to fly out of the turbulence.Due to the visual conditions; and the fact that we were at glideslope intercept point; we could have continued to land; but we both felt doing so would lead to another wake encounter. Instead we informed Tower that we were going around due to a wake turbulence encounter and requested to be sequenced back in for the approach. I spoke with the FA who informed me that no one had been injured and everyone was fine in the back. Due to the high work load environment; and this reassurance I chose not to make a PA to the passengers. There was more than the required separation behind the [Airbus].

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.