Narrative:

We departed out of atl behind an A320 and got into some wake turbulence after liftoff. I had the yoke fully left all the way to the stop and held it there for a few seconds and it felt like we still slowly rolled to the right in the wake. Feedback from company: the download for your flight came in and you definitely got into some wake turbulence. At 230 ft AGL while pitched up 17 degrees on a 275 heading at 169 KTS; it appears you hit the preceding traffic's wake for the first time. Roll angle went from zero to 3 degrees to the right in one second. In the next 2 seconds; your aircraft banked to a maximum of 17.5 degrees right while you input 25.75 degrees of left aileron deflection. By comparison; the first officer hit 25.94 degrees to the stop on the flight control check; so yes; you did have it fully to the left for 1.5 seconds and from the data point at which you first hit the stop for the next 2 seconds; right bank increased from 11.4 degrees to 17.5 degrees. The aircraft then rolled left; reaching a maximum left bank angle of 7.8 degrees 2 seconds after you came out of full left aileron. While the aircraft rolled left; you input a maximum 13.2 degrees of right aileron; so about half input. From there the rolling motions settled down and you got the autopilot on at 754 ft. Vertical G's reached a minimum of 0.84G one second after exiting the second wake encounter and there was a maximum lateral G of 0.094 at approximately the same time; so there was very little side loading. Interestingly the aoa in the first wake with the full left deflection decreased from 8.53 degrees to 4.66 degrees but increased to a maximum 9.67 degrees as you entered the 2nd wake with the left deflection. That's pretty high and usually enough to show a hit of continuous ignition in the -200 but we don't see this parameter in the -900. For comparison; your maximum aoa at rotation was 8.17 degrees. Speed loss was minimal; only about 9 KTS; but that brought you down to V2+4 at 650 ft 4 seconds after the second wake encounter. That may be far more than what you were seeking; but it's interesting to see how the aircraft reacts (or sometimes does not quickly enough) to wake encounters.

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Original NASA ASRS Text

Title: CL-65 Captain reported encountering significant wake turbulence in trail of an A320 departing from ATL.

Narrative: We departed out of ATL behind an A320 and got into some wake turbulence after liftoff. I had the yoke fully left all the way to the stop and held it there for a few seconds and it felt like we still slowly rolled to the right in the wake. Feedback from company: The download for your flight came in and you definitely got into some wake turbulence. At 230 FT AGL while pitched up 17 degrees on a 275 heading at 169 KTS; it appears you hit the preceding traffic's wake for the first time. Roll angle went from zero to 3 degrees to the right in one second. In the next 2 seconds; your aircraft banked to a maximum of 17.5 degrees right while you input 25.75 degrees of left aileron deflection. By comparison; the First Officer hit 25.94 degrees to the stop on the flight control check; so yes; you did have it fully to the left for 1.5 seconds and from the data point at which you first hit the stop for the next 2 seconds; right bank increased from 11.4 degrees to 17.5 degrees. The aircraft then rolled left; reaching a maximum left bank angle of 7.8 degrees 2 seconds after you came out of full left aileron. While the aircraft rolled left; you input a maximum 13.2 degrees of right aileron; so about half input. From there the rolling motions settled down and you got the autopilot on at 754 FT. Vertical G's reached a minimum of 0.84G one second after exiting the second wake encounter and there was a maximum lateral G of 0.094 at approximately the same time; so there was very little side loading. Interestingly the AOA in the first wake with the full left deflection decreased from 8.53 degrees to 4.66 degrees but increased to a maximum 9.67 degrees as you entered the 2nd wake with the left deflection. That's pretty high and usually enough to show a hit of continuous ignition in the -200 but we don't see this parameter in the -900. For comparison; your maximum AOA at rotation was 8.17 degrees. Speed loss was minimal; only about 9 KTS; but that brought you down to V2+4 at 650 FT 4 seconds after the second wake encounter. That may be far more than what you were seeking; but it's interesting to see how the aircraft reacts (or sometimes does not quickly enough) to wake encounters.

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.