A321
Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Flight Crew Last 90 Days 75; Flight Crew Total 14000; Flight Crew Type 610
Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Environment - Non Weather Related; Procedure
On VMC descent on the PIGLT6 Arrival just past JAFAR intersection at 12;000 feet; aircraft on autopilot started to bank left up to 20 degrees with associated turbulence. Shortly after aircraft stabilized level; aircraft rolled to the left again and started to go past 30 degrees in the roll without any corrective action by the autopilot. First Officer estimated our bank angle at its maximum was between 35-40 degrees. I disengaged the autopilot and went to manual control and took the sidestick to the right and the airplane responded immediately. We asked for an immediate turn off the arrival and we queried the controller about the target 7 miles in front of us (TCAS estimate) and it was a 767. We made a PIREP about the turbulence and continued to a safe landing. First Officer stated he was very close to stating 'upset recover' as part of our training. The downside to all of these satellite based RNAV arrivals is that it puts everybody on the exact same spot in the sky over a path and makes the trailing aircraft susceptible to upsets. The controller could have slowed us or spaced us out but it wasn't his fault that we are all tracking in line. This effort to get more aircraft throughput by ATC will end up in more of these incidents and could hurt somebody. We need to space out more on the arrivals and only ATC can make that happen. This isn't all their fault. It is the very design of these procedures by non-pilots that put pressure on our controllers.
A321 Captain reported encountering wake turbulence in trail of a B767 on descent into MCO.