Narrative:

We were cleared for takeoff on runway 26L immediately after a B757 had departed on 26L; in accordance with current changes to separation rules. After takeoff; at approximately 500 ft we encountered wake turbulence that caused an uncommanded roll to the left in excess of 30 degrees; even though we had almost full right aileron; and caused a slight deviation left of course. We then received a stick shaker and responded by lowering the nose and adding full power. When clear of the initial upset; we resumed our climb and again encountered wake turbulence. At this point we requested a right turn to 320 degree heading to clear the wake turbulence and remain clear of the departures off the south side of the airport. The controller replied 'ok; maintain 4;000 ft.' I initiated a turn to the right and began to level at 4;000 ft. At this point the first officer clarified the clearance to turn to the 320 heading and the controller replied negative proceed to snufy and maintain 4;000 ft. We turned back to snufy and leveled at 4;000 ft. We were then switched to departure. They confirmed we were headed to snufy and we continued the departure without incident. We were given a number for atlanta tower to call upon arrival in [destination]. Upon arrival; I called the number and spoke to the supervisor. He wanted to verify the information he had about the wake turbulence and the actions we had taken. He said he felt we had done what was required and saw no issue but was not sure if the departure sector had any issues. I have had no contact from the departure sector at this time.new separation rules apparently do not provide sufficient wake turbulence separation behind larger aircraft. In the future I will not accept immediate departure behind B757 aircraft. The company needs to seriously review whether the benefits of reduced separation are worth the significant potential risk. The training the first officer and I have received allowed us to respond with immediate and positive actions to ensure control of the aircraft was maintained and the flight was completed safely. Also; the positive cockpit environment allowed the first officer and myself to quickly and effectively communicate; act and react; and backup and support each others actions. Once in cruise flight; we debriefed to see if there was anything we thought we could have done differently or better and we agreed that we could not think of anything.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported encountering wake turbulence in trail of a B757 after takeoff at ATL that resulted in 30 degree roll and a stick shaker at low altitude. Crew cited new ATL ATC separation procedures as causal.

Narrative: We were cleared for takeoff on Runway 26L immediately after a B757 had departed on 26L; in accordance with current changes to separation rules. After takeoff; at approximately 500 FT we encountered wake turbulence that caused an uncommanded roll to the left in excess of 30 degrees; even though we had almost full right aileron; and caused a slight deviation left of course. We then received a stick shaker and responded by lowering the nose and adding full power. When clear of the initial upset; we resumed our climb and again encountered wake turbulence. At this point we requested a right turn to 320 degree heading to clear the wake turbulence and remain clear of the departures off the south side of the airport. The Controller replied 'OK; maintain 4;000 FT.' I initiated a turn to the right and began to level at 4;000 FT. At this point the First Officer clarified the clearance to turn to the 320 heading and the Controller replied negative proceed to SNUFY and maintain 4;000 FT. We turned back to SNUFY and leveled at 4;000 FT. We were then switched to Departure. They confirmed we were headed to SNUFY and we continued the departure without incident. We were given a number for Atlanta Tower to call upon arrival in [destination]. Upon arrival; I called the number and spoke to the Supervisor. He wanted to verify the information he had about the wake turbulence and the actions we had taken. He said he felt we had done what was required and saw no issue but was not sure if the Departure sector had any issues. I have had no contact from the Departure sector at this time.New separation rules apparently do not provide sufficient wake turbulence separation behind larger aircraft. In the future I will not accept immediate departure behind B757 aircraft. The Company needs to seriously review whether the benefits of reduced separation are worth the significant potential risk. The training the First Officer and I have received allowed us to respond with immediate and positive actions to ensure control of the aircraft was maintained and the flight was completed safely. Also; the positive cockpit environment allowed the First Officer and myself to quickly and effectively communicate; act and react; and backup and support each others actions. Once in cruise flight; we debriefed to see if there was anything we thought we could have done differently or better and we agreed that we could not think of anything.

Data retrieved from NASA's ASRS site 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.