Narrative:

Normal departure. Significant wake turbulence was encountered prior to the futep intersection (izzzo departure). In an effort to mitigate the wake turbulence I disengaged the autopilot to side-step slightly upwind of the wake turbulence. As the wake intensity dissipated I noticed fix passage. I initiated a course correction. As I rolled through 20 deg of bank ATC issued a heading for the same correction (these 2 actions happened almost simultaneously - 1st was the course correction initiation; then came the ATC heading assignment). Both actions were done in what I thought were a timely manner. ATC vectored us back onto the izzzo departure and on course. The remainder of the flight was uneventful. As we were handed off to ZAB (abq center) I requested the phone number for phx departure facility. Upon arrival at [our destination] I called phx departure on the phone and ask[ed] if there was a deviation noted or had the controller and I caught and corrected the situation in a timely manner. Phx departure checked and informed me nothing had been noted or recorded. From this I can only assume the controller filed an as soon as possible report which would account for the time delay between the event and my being notified of the possible deviation.izzzo departure is an RNAV 1 departure with a corridor of 1SM. Departure speed is 210 KIAS (which could give a ground speed of 220kts and still be legal). A standard rate turn normally requires a turn radius equal to 1% of the ground speed. Therefore a ground speed of 220 kts would be a turn radius of 1.10 mileswith the above given information; a course change of 54deg (132deg - 078deg = 54deg) leaves only 11.127 seconds for problem identification and corrective action (in this case have the turn established) for this particular intersection and these speeds; if the aircraft is on the corridor centerline; and a -11.127 seconds if the aircraft approaches the intersection near the outer edge of the corridor. This 11.127 seconds is for either the pilot and/or the controller to identify and correct the problem. Standard instrument departure procedures were developed to increase airspace usage by putting more aircraft into the system with less separation. On this flight there was enough room between aircraft that a collision was not a factor. If future air traffic becomes so great as to necessitate flight path saturation; there will be insufficient problem identification time; and insufficient corrective active time to avoid an in-flight collision; possibly resulting in a high death toll.this event has revealed a scenario which; in my considered opinion; the NTSB; FAA; and NASA ASRS should pull all related similar as soon as possible reports for review and reevaluation before a mid-air collision does occur due to route saturation and insufficient problem identification and corrective action implementation time.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported a track deviation resulted following a wake turbulence encounter departing PHX.

Narrative: Normal departure. Significant wake turbulence was encountered prior to the FUTEP intersection (Izzzo departure). In an effort to mitigate the wake turbulence I disengaged the autopilot to side-step slightly upwind of the wake turbulence. As the wake intensity dissipated I noticed fix passage. I initiated a course correction. As I rolled through 20 deg of bank ATC issued a heading for the same correction (these 2 actions happened almost simultaneously - 1st was the course correction initiation; then came the ATC heading assignment). Both actions were done in what I thought were a timely manner. ATC vectored us back onto the Izzzo Departure and on course. The remainder of the flight was uneventful. As we were handed off to ZAB (ABQ center) I requested the phone number for PHX Departure facility. Upon arrival at [our destination] I called PHX Departure on the phone and ask[ed] if there was a deviation noted or had the controller and I caught and corrected the situation in a timely manner. PHX Departure checked and informed me nothing had been noted or recorded. From this I can only assume the controller filed an ASAP report which would account for the time delay between the event and my being notified of the possible deviation.IZZZO Departure is an RNAV 1 departure with a corridor of 1SM. Departure speed is 210 KIAS (which could give a ground speed of 220kts and still be legal). A Standard Rate Turn normally requires a turn radius equal to 1% of the ground speed. Therefore a ground speed of 220 kts would be a turn radius of 1.10 milesWith the above given information; a course change of 54deg (132deg - 078deg = 54deg) leaves only 11.127 seconds for problem identification and corrective action (in this case have the turn established) for this particular intersection and these speeds; if the aircraft is on the corridor centerline; and a -11.127 seconds if the aircraft approaches the intersection near the outer edge of the corridor. This 11.127 seconds is for either the pilot and/or the controller to Identify and Correct the problem. Standard Instrument Departure Procedures were developed to increase airspace usage by putting more aircraft into the system with less separation. On this flight there was enough room between aircraft that a collision was not a factor. If future air traffic becomes so great as to necessitate flight path saturation; there will be Insufficient Problem Identification Time; and Insufficient Corrective Active Time to avoid an in-flight collision; possibly resulting in a high death toll.This event has revealed a scenario which; in my considered opinion; the NTSB; FAA; and NASA ASRS should pull all related similar ASAP reports for review and reevaluation before a mid-air collision does occur due to Route Saturation and insufficient problem identification and corrective action implementation time.

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.