A falcon 900 encountered wake vortices from an A320 departing las.

Narrative:

We were one of a very long sequence of departures off of runway 25R at las. There were at least 10 departures cleared in front of us (mostly transport category jets; 737s; A320s). We were cleared to depart runway 25R very soon after departure of an A320 from the same runway. We were informed that we needed to maintain visual separation; and given a wake turbulence advisory. Without delay; we departed 25R. After clearing 400 ft AGL; I asked the first officer to move flaps to 7 degrees (leaving slats extended). I elected not to clean the aircraft any further; so I could maintain a steeper than usual climb profile and ensure remaining above the climbout profile of the A320 in front of us. I maintained visual contact; and also visually determined that I was above the climb profile of the aircraft in front of us. This was a bit more difficult than I had planned because the A320 seemed to be climbing at a fairly low airspeed.despite my precautionary steep climb; as I leveled off at 7;000 ft MSL we hit some turbulence that I suspect was wake turbulence related. Aside from this turbulence; the initial and subsequent climbout was fairly smooth. I would characterize what we encountered as fairly mild; it required no extreme unusual maneuvers to counteract; though our level off required significant nose down pressure; as well as some roll input. We also overshot our level off by 100 or 200 hundred feet.while I was surprised by this encounter; I was prepared; as I was consciously attempting to avoid the climb profile of the aircraft in front of me. That said; I was still somewhat unnerved by this; as I worry the encounter could have been significantly worse had we been even slightly lower and hit more of the core of the wake. I think this could have been avoided by ATC using more than one runway for departures (even though its common to use both 19R and 25R for simultaneous departures at las; ATC was only using 25R that afternoon). Another contributing factor was my decision to depart as soon as I got the takeoff clearance; versus asking tower for an additional 60 or 90 seconds before departing. In retrospect; I was keenly aware of the 10 plus airplanes sitting on the taxiway behind us waiting to depart; and chose to use a steep climb to avoid wake turbulence; versus making everyone else wait a bit longer. I believe that was a mistake.

Original NASA ASRS Text

Title: A Falcon 900 encountered wake vortices from an A320 departing LAS.

Narrative: We were one of a very long sequence of departures off of Runway 25R at LAS. There were at least 10 departures cleared in front of us (mostly transport category jets; 737s; A320s). We were cleared to depart Runway 25R very soon after departure of an A320 from the same runway. We were informed that we needed to maintain visual separation; and given a wake turbulence advisory. Without delay; we departed 25R. After clearing 400 FT AGL; I asked the First Officer to move flaps to 7 degrees (leaving slats extended). I elected not to clean the aircraft any further; so I could maintain a steeper than usual climb profile and ensure remaining above the climbout profile of the A320 in front of us. I maintained visual contact; and also visually determined that I was above the climb profile of the aircraft in front of us. This was a bit more difficult than I had planned because the A320 seemed to be climbing at a fairly low airspeed.Despite my precautionary steep climb; as I leveled off at 7;000 FT MSL we hit some turbulence that I suspect was wake turbulence related. Aside from this turbulence; the initial and subsequent climbout was fairly smooth. I would characterize what we encountered as fairly mild; it required no extreme unusual maneuvers to counteract; though our level off required significant nose down pressure; as well as some roll input. We also overshot our level off by 100 or 200 hundred feet.While I was surprised by this encounter; I was prepared; as I was consciously attempting to avoid the climb profile of the aircraft in front of me. That said; I was still somewhat unnerved by this; as I worry the encounter could have been significantly worse had we been even slightly lower and hit more of the core of the wake. I think this could have been avoided by ATC using more than one runway for departures (even though its common to use both 19R and 25R for simultaneous departures at LAS; ATC was only using 25R that afternoon). Another contributing factor was my decision to depart as soon as I got the Takeoff clearance; versus asking Tower for an additional 60 or 90 seconds before departing. In retrospect; I was keenly aware of the 10 plus airplanes sitting on the taxiway behind us waiting to depart; and chose to use a steep climb to avoid wake turbulence; versus making everyone else wait a bit longer. I believe that was a mistake.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1130022
Time
Date	201311
Local Time Of Day	1201-1800
Place
Locale Reference	LAS.Airport
State Reference	NV
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Falcon 900
Operating Under FAR Part	Part 91
Flight Phase	Initial Climb
Route In Use	SID MCCRN3
Flight Plan	IFR
Aircraft 2
Make Model Name	A320
Operating Under FAR Part	Part 121
Flight Phase	Initial Climb
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Private Flight Crew Multiengine Flight Crew Instrument
Experience	Flight Crew Last 90 Days 40 Flight Crew Total 3850 Flight Crew Type 235
Person 2
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 80 Flight Crew Total 6800 Flight Crew Type 400
Events
Anomaly	Deviation - Altitude Overshoot Deviation - Procedural Clearance Inflight Event / Encounter Wake Vortex Encounter