Narrative:

Mco on approach ewr, radar vectors downwind, acquired following traffic on TCASII at 8 NM and intermittent visual contact in haze. Target was 1000 ft below, we were at 5000 ft and assigned 210 KIAS. We were given our base turn, given a descent to 4000 ft MSL co-altitude with target. Struck about 3 second wake turbulence comparable to my previous experience with B757. We asked radar what we were following and were told 'B737.' approaching 'dogleg to final,' we struck the wake again. I directed the copilot to ask for more separation. We were slowed to 190 KIAS. Separation on final was about 6 NM. Down the glide path. I had light wake turbulence and had to disengage the autoplt coupler and hand fly the approach above glide path. On rollout, I discovered the preceding traffic was a B737. Although both aircraft were 'B737,' the ng with its increased gross weight and cleaner wing was producing a very significant wake. Had the WX been CAT ii or CAT III, we would have missed the approach since the autoplt coupler couldn't handle it. I suspect current separation standards may not be adequate for this new aircraft.

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Original NASA ASRS Text

Title: B737-200 HAS MULTIPLE INCIDENTS OF WAKE TURB IN TRAIL OF LATER MODEL B737 AND WONDERS IF WAKE SEPARATION POLICIES ARE GOING TO CATCH UP TO CURRENT CONDITIONS AT EWR.

Narrative: MCO ON APCH EWR, RADAR VECTORS DOWNWIND, ACQUIRED FOLLOWING TFC ON TCASII AT 8 NM AND INTERMITTENT VISUAL CONTACT IN HAZE. TARGET WAS 1000 FT BELOW, WE WERE AT 5000 FT AND ASSIGNED 210 KIAS. WE WERE GIVEN OUR BASE TURN, GIVEN A DSCNT TO 4000 FT MSL CO-ALT WITH TARGET. STRUCK ABOUT 3 SECOND WAKE TURB COMPARABLE TO MY PREVIOUS EXPERIENCE WITH B757. WE ASKED RADAR WHAT WE WERE FOLLOWING AND WERE TOLD 'B737.' APCHING 'DOGLEG TO FINAL,' WE STRUCK THE WAKE AGAIN. I DIRECTED THE COPLT TO ASK FOR MORE SEPARATION. WE WERE SLOWED TO 190 KIAS. SEPARATION ON FINAL WAS ABOUT 6 NM. DOWN THE GLIDE PATH. I HAD LIGHT WAKE TURB AND HAD TO DISENGAGE THE AUTOPLT COUPLER AND HAND FLY THE APCH ABOVE GLIDE PATH. ON ROLLOUT, I DISCOVERED THE PRECEDING TFC WAS A B737. ALTHOUGH BOTH ACFT WERE 'B737,' THE NG WITH ITS INCREASED GROSS WT AND CLEANER WING WAS PRODUCING A VERY SIGNIFICANT WAKE. HAD THE WX BEEN CAT II OR CAT III, WE WOULD HAVE MISSED THE APCH SINCE THE AUTOPLT COUPLER COULDN'T HANDLE IT. I SUSPECT CURRENT SEPARATION STANDARDS MAY NOT BE ADEQUATE FOR THIS NEW ACFT.

Data retrieved from NASA's ASRS site as of July 2007 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.