Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Environment - Non Weather Related; Procedure
On the ILS 4L into JFK descending on the glide path we encountered severe wake turbulence. Captain was PF [pilot flying]. The aircraft began to roll slightly left; then snap rolled hard right 45-60 degrees. We were about 2.5 in trail behind a 767 going to 4R. A go-around was called for as well as steps to counteract the beginning of an usual attitude. TP/GA button was pushed; but we were hit with such a hard force I believe I pushed the throttles to max power; which is the reason we received the EICAS ENG TLA Not TOGA. At this point I had rolled back wings level and was climbing; so I called for flaps 2 and gear up. Pulled the throttles back and reengaged the autopilot and auto throttles and hit flight level change and started to speed up. We were given runway heading and 3;000 feet as instructions. Cleaned up the remaining flaps. During this event we had received multiple EICAS messages. At the top was AOA limit fail; followed by Shaker Anticipated; and lastly Windshear Fail. During this time ATC was asking if we needed any assistance. At this point; we had not run QRHs so we said not at this time; but we will let you know if anything changes. ATC didn't give us a whole lot of time to gather what all we had going on; but I figured we were still in controllable flight with no noticeable abnormalities; but wanted to run the QRHs first. We made announcements to the passengers and briefed our FAs to what was going on. While running each QRH; the Shaker Anticipated QRH has you derive landing speeds at flaps full from the QRH. After running the QRHs we asked to be vectored back in to land again. Ongoing discussions between me and my FO [first officer] had led us to making the decision to have the equipment rolled because while we didn't notice anything out of the ordinary we couldn't be sure that was going to remain that way as we were in a landing configuration when the event happened. We informed our FAs [flight attendants] that there would in fact be equipment standing by but it was nothing more than precautionary. Vectored back around and landed uneventfully via the 4R ILS. Stopped on the taxiway; an announcement that the equipment was going to check us for any damage. CFR checked our aircraft for damage and said they didn't see anything that would impede our ability to taxi and park at the gate. After landing we had also received an additional 2 EICAS messages; ADS probe 4&2 fail. We taxied; parked and deplaned uneventfully. Upon completion of the post flight walk around; the FO had found the protective tape on the E&E compartment as well as speed tape on the right side of the aircraft from a repair had been peeled back. Logbook entries and Maintenance calls were made. I also called the TRACON and spoke to them; and they believed that because of the winds it was possibly an Airbus A380 that had landed a few aircraft earlier and that they have had the issue in the past; and that they were going to restrict the 380 left side only for the remainder of the day.
Embraer jet Captain reported encountering wake turbulence on approach to JFK with possible sources identified as a B767 or an A380 landing . Captain regained control and executed a go-around.