Gulfstream IV / G350 / G450
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Environment - Non Weather Related; Procedure
On a flight to LAX; after being cleared for the approach for Runway 25L around 9 DME our aircraft was snapped hard to the right due to wake turbulence from a preceding MD11. Continuous turbulence; crew climbed above glide path & a dot off of localizer to the right primarily due to the direction the wake snapped us. A B-737 was on the approach for [Runway] 25R. They were in sight the entire time. Crew corrected back on course. Crew stayed high on glide slope; at 100 ft. some turbulence was encountered. There was no wind during the entire approach.
On approach (estimate 2500 ft. MSL) above clouds we encountered wake turbulence from a 'heavy' aircraft landing ahead of us. Aircraft was properly configured for landing and on profile. Wings rocked left and then right by 15 degrees or so; but rapidly. I recall that we exited the turbulence in a right bank and held a course perhaps 5 to 10 degrees right of course as we both acknowledged verbally what had happened. I called Tower and advised them we had experienced wake turbulence. ATC responded by asking our intentions and I responded that we were deviating right. ATC responded not to deviate right. Both PF (Pilot Flying) and I saw an aircraft to our right; presumably on parallel approach. We maintained visual separation from it and the PF returned to the LOC centerline; now maintaining a profile slightly higher than GS. We continued the approach and landed without further incident. Our flight up to this point had been characterized by light to moderate turbulence along the majority of our route; resulting in many altitude changes in attempt to find smoother air for our passengers. The flight itself was fatiguing.I have to admit that I was anticipating the end of the flight and was not properly considering contingencies for wake turbulence. Proper SA (Situational Awareness) would have led me to help the PF out by suggesting that he climb; or deviate left rather than right. I also think that we as a crew need to include wake turbulence in any approach briefing at airports where heavies are operating; and where parallel approaches are in progress.
GIV flight crew reported encountering wake turbulence from preceding MD-11 on approach to LAX.