Narrative:

Denver and salt lake centers were metering into slc. Everybody had to cross cartr at 15;000 feet and 250 KIAS; except us. We were told to maintain 280 knots until required to slow to meet the 250 knot restriction at cartr. Which we did. As we crossed over cartr we encountered moderate turbulence; then the aircraft rolled to more than 30 degrees of bank; and 15 degrees of pitch down. Immediate recovery was initiated and executed with minimal loses of altitude and speed control. Unfortunately; the boss was in the head at that time.he was not happy with the aerobatics. We reported moderate turbulence to slc approach; the airliner behind us reported that the area was smooth. That is when we figured that the encounter was aircraft wake induced; and not wind over the mountains.what I can't understand is why ATC has to run everybody from everyone over the same fix and work so hard doing it; only to separate every one out for three runways. They make their own bottle necks; create their own problems; then try to justify it with a 'they're smarter then we are' attitude.this situation can be alleviated some what by using three fixes; one for each runway. Business aircraft will always want to land on runway 35/17. That is where all the fbos are located. The airlines will always want the parallels 16/32 left and right runways.yet everybody has to fly over the same fix; then split off as ATC deems; with airplanes assigned to runways that require taxiing all over the place. Ie; airliners on runway 17; the farthest from their gates; and corporate jets landing on 16R; the farthest from the fbos.

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Original NASA ASRS Text

Title: G650 Captain reported encountering wake turbulence that resulted in significant pitch and roll deviations on arrival into SLC.

Narrative: Denver and Salt Lake centers were metering into SLC. Everybody had to cross CARTR at 15;000 feet and 250 KIAS; except us. We were told to maintain 280 knots until required to slow to meet the 250 knot restriction at CARTR. Which we did. As we crossed over CARTR we encountered moderate turbulence; then the aircraft rolled to more than 30 degrees of bank; and 15 degrees of pitch down. Immediate recovery was initiated and executed with minimal loses of altitude and speed control. Unfortunately; the boss was in the head at that time.He was not happy with the aerobatics. We reported moderate turbulence to SLC approach; the airliner behind us reported that the area was smooth. That is when we figured that the encounter was aircraft wake induced; and not wind over the mountains.What I can't understand is why ATC has to run everybody from everyone over the same fix and work so hard doing it; only to separate every one out for three runways. They make their own bottle necks; create their own problems; then try to justify it with a 'they're smarter then we are' attitude.This situation can be alleviated some what by using three fixes; one for each runway. Business aircraft will always want to land on Runway 35/17. That is where all the FBOs are located. The airlines will always want the parallels 16/32 left and right runways.Yet everybody has to fly over the same fix; then split off as ATC deems; with airplanes assigned to runways that require taxiing all over the place. IE; airliners on Runway 17; the farthest from their gates; and corporate jets landing on 16R; the farthest from the FBOs.

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.