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State Reference : US
Altitude.AGL.Single Value : 2000
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : ZZZ.Tower
Aircraft Operator : Air Carrier
Make Model Name : B737-300
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : ZZZ.Tower
Aircraft Operator : Air Carrier
Make Model Name : B737-800
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 19000
Experience.Flight Crew.Last 90 Days : 298
Experience.Flight Crew.Type : 9000
ASRS Report Number.Accession Number : 827569
Analyst Callback : Completed
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Not Flying
Experience.Flight Crew.Last 90 Days : 265
ASRS Report Number.Accession Number : 827370
Events
Anomaly.Deviation - Speed : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
Result.General : Maintenance Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Primary Problem : Environment - Non Weather Related
Narrative: 1
We were cleared for takeoff on Runway 27R departing closely behind another
carrier. Immediately on climb out our aircraft encountered significant wake
turbulence. We had briefed and anticipated the potential for wake due to the timing
of our takeoff clearance and wind conditions, though separation appeared typical.
We were assigned and flew the departure. The other carrier appeared to be
navigating via the same profile. What appeared to be adequate separation on
departure seemed to decay as the wake intensified when both aircraft turned to a
240 degree heading. Attempting to escape the wake, I asked the pilot monitoring
to get us a turn off the departure. This request was initiated and occurred around
the flaps up call. ATC accommodated the request for a turnout with a further left
heading due to traffic climbing out behind us. This heading change seemed contrary
to the most expeditious relief from the wake. I continued to accelerate to escape
the wake and for the aircraft in trail. The flaps 1 overspeed error was recognized
simultaneously by both of us and corrected at this point. Upon our arrival at our
destination, we advised company maintenance of the overspeed. The required
inspection revealed no discrepancies. Our failure to ensure flaps were selected full
up prior to acceleration. Poor timing of our ATC request for the phase of climb.
Local Controller could have provided better separation or at least informed us we
would be on the same departure course as the preceding aircraft. Typically when
launching aircraft in close sequence, aircraft courses diverge. Had we known the
departing aircraft would be navigating via the same course, we would have delayed.
Supplemental info from ACN 827370: We were given 'position and hold' by ATC and
to 'report a B737 in sight.' Shortly after we were given a 'maintain visual separation,
cleared for takeoff Runway 25R.' Shortly after reaching flap retraction altitude and
after selecting Flaps 1 climb thrust we began to experience wake turbulence from
the B737 in front of us. We received several smaller roll oscillations and 3 rather
large rolls that required aggressive compensation from the Captain (pilot flying).
The Captain requested that I ask for deviation to get out from behind the aircraft
and to put space between us and the aircraft. I agreed, requested deviation, and
we were given a left deviation. The duration of the wake turbulence was not
lengthy, however, the intensity of the wake turbulence was such that I (First Officer
and pilot not flying) was putting a large emphasis on getting clearance out from
behind the preceding aircraft. Shortly after finding smooth air and seeing our
airspeed, I asked, 'do you want the flaps up?' and retracted the flaps as we had
been accelerating through much of the event. Callback conversation with reporter
revealed the following information: The reporter said that the wake was unexpected
　
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