Narrative:

On final approach to 4L; jfk 1-2 miles outside krstl on ILS approach configured to gear down flaps 30; airspeed 170 decelerating to 160; the flight encountered severe wake turbulence and upset. The aircraft first rolled right to 35-40 degrees bank; I immediately disconnected autopilot; and countered with full deflection to bring wings level. This action stopped the rolling moment; but did not level for a few moments. When wings leveled; I stated go-around; selected apr thrust; and began pulling back for a climbing pitch attitude. The aircraft remained level for several moments with strong resistance on the controls. Finally; we began to exit the wake vortex and a pitch up attitude was attained; I then selected the toga buttons and pitched into the FD called flaps 8. Once positive aircraft control was attained; we selected gear up after decelerating from over 200kts and completed checklist. Tower was notified promptly of the wake encounter and go-around maneuver. A new clearance was given and we were vectored around for an ILS approach to 4R with no further abnormalities. At no time during our approach; had ATC given situational awareness communication regarding the A350-900 ahead of us on the parallel runway to 4R. After my own investigation; I found the potential risk to be likely for the wake turbulence encounter due to aircraft type and the current winds 070/14 kts. I never found out the spacing between our flight and the lead aircraft; but have no doubt we encountered the wake off of the heavy.ATC should have been more proactive with proper spacing. The quartering winds and heavy aircraft provided perfect conditions to encounter such an upset. Our crew had no information on distance of separation nor a warning for potential wake. We encountered a severe wake vortex at the limits of controllability for a short duration approximately 1800 AGL. Following proper SOP for escape maneuvers immediately brought the aircraft back to a safe flight path.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported encountering wake turbulence at 1800 feet on the 4L ILS approach to JFK from an A350-900.

Narrative: On final approach to 4L; JFK 1-2 miles outside KRSTL on ILS approach configured to gear down flaps 30; airspeed 170 decelerating to 160; the flight encountered severe wake turbulence and upset. The aircraft first rolled right to 35-40 degrees bank; I immediately disconnected Autopilot; and countered with full deflection to bring wings level. This action stopped the rolling moment; but did not level for a few moments. When wings leveled; I stated Go-Around; selected APR thrust; and began pulling back for a climbing pitch attitude. The aircraft remained level for several moments with strong resistance on the controls. Finally; we began to exit the wake vortex and a pitch up attitude was attained; I then selected the TOGA buttons and pitched into the FD called Flaps 8. Once positive Aircraft control was attained; we selected gear up after decelerating from over 200kts and completed Checklist. Tower was notified promptly of the wake encounter and go-around maneuver. A new clearance was given and we were vectored around for an ILS approach to 4R with no further abnormalities. At no time during our approach; had ATC given situational awareness communication regarding the A350-900 ahead of us on the parallel Runway to 4R. After my own investigation; I found the potential risk to be likely for the wake turbulence encounter due to Aircraft type and the current winds 070/14 kts. I never found out the spacing between our flight and the lead Aircraft; but have no doubt we encountered the wake off of the heavy.ATC should have been more proactive with proper spacing. The quartering winds and heavy aircraft provided perfect conditions to encounter such an upset. Our crew had no information on distance of separation nor a warning for potential wake. We encountered a severe wake vortex at the limits of controllability for a short duration approximately 1800 AGL. Following proper SOP for escape maneuvers immediately brought the aircraft back to a safe flight path.

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.