Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Environment - Non Weather Related; Procedure
We were on final approach for Runway 12L in MSP. We were assigned 4000' and 170 kts. We were configured with flaps 20. Just prior to glideslope intercept at HAMML (10.9 DME); we experienced a sudden and momentary pocket of turbulence; possibly from the preceding Aircraft Y's wake. Our aircraft instantly rolled to a 45 degree right bank; and a momentary pitch up attitude of approximately 5 degrees and brief stick shaker and the autopilot disconnected. I reacted immediately pushing the nose over; rolling the wings level and adding max thrust; all simultaneously. The encounter was very sudden and we were able to return to stable flight fairly quickly. Once stable we were still at assigned altitude but fast and were able to slow to assigned speed and engage the autopilot. We then captured the glideslope and finished configuring the aircraft prior to the FAF and made a safe and uneventful landing. I believe it was an encounter of wake turbulence from the Aircraft ahead of us. Even though our aircraft experienced the stick shaker; we were at a safe airspeed and we believe it was triggered by the sudden increased load factor associated with the turbulence. Once at the gate we confirmed that there were no injuries and we contacted Maintenance to report our encounter with severe turbulence. We encountered a pocket of severe turbulence on approach. I strongly believe it was due to the preceding aircraft's wake.
On final approach into MSP at approximately 4000' MSL prior to glide slope intercept with flaps at 20 we encountered severe turbulence that led to a significant roll upset of about 45 degrees or more to the right; and about a 5 degree pitch up. The roll upset caused the autopilot to disengage and the stick shaker was immediately activated. The FO (First Officer) was PF (Pilot Flying) and was able to promptly recover the aircraft once normal control was regained. At the time of the incident we were assigned and flying 170 kts IAS as assigned by ATC. I believe the stick shaker activation was caused by the sudden pitch up and increase in load factor; as the airspeed did not decrease significantly. The airspeed increased normally with the application of max power and once control was regained we reduced power to prevent a flap overspeed having confirmed that normal control and flight was regained. The recovery was prompt and the aircraft did not deviate any more than 100' from the altitude that we were at for the segment of the approach. We were able to re-engage the autopilot and intercept the glide slope shortly after and complete the approach without further incident. I queried ATC about our preceding traffic and they said that it was an Aircraft Y; which shouldn't create significant wake. I am not sure if it was wake turbulence or a pocket of turbulence in the cloud. We landed without incident and taxied to the gate. We ensured that all passengers and crew were okay; and contacted Maintenance to have them inspect the aircraft following the severe turbulence encounter. I believe the cause was either wake turbulence or an area of turbulence embedded in the cloud.
CRJ-200 flight crew reported encountering turbulence on approach into MSP that was possibly related to the Medium Transport they were following.