Narrative:

Cleared for takeoff on runway 22R/west in ewr behind a 777. At 400 feet AGL; I called for heading mode and turned left to a heading of 190. At 1000 feet AGL; I called for VNAV and autopilot on. At 2.3 DME; I turned the heading bug to 220. I called for flaps 1 at the F bug. As we were turning right to a heading of 220; the aircraft started to bank to the left. I disconnected the autopilot to intervene since the aircraft wasn't doing what I was telling it to do. It continued to bank to the left as I put more and more right aileron in. The aircraft momentarily banked over 45 degrees to the left and we got a bank angle auto call out. I don't know if I had full right aileron in but it was a lot. After that; we were able to recover. ATC cleared us to turn further right to 270 and cleared us to climb to 10;000 feet. We made sure the plane was in the right lateral mode and vertical mode and then we reactivated the autopilot. We retracted the flaps up to 0. During the recovery; the speed got up to 225 but no more than that so we didn't over speed the flaps. Once the plane was cleaned up and back on autopilot on the right heading and vertical mode climbing out; we notified ATC that we encountered wake turbulence from the 777 that took off ahead of us. They asked us if we needed any assistance and we told them we didn't need any. Once we got to 10;000 feet I had the first officer call back to the flight attendants to make sure they and the passengers were fine. They informed us everyone including them were fine and we decided to continue. The rest of the flight was pretty uneventful. I didn't write anything up as we didn't exceed any limitations. It never went above 230 when the flaps were at 1 and we retracted them below 230. I didn't feel like we put too much stress on the aircraft. There wasn't an abnormal amount of G's put on the aircraft; just a lot of right aileron to counteract the wake turbulence rolling the plane to the left. We didn't really have any lateral or vertical deviations from the headings and altitudes that we were supposed to be flying. We just barely went over 45 degrees of left bank very momentarily. I looked into the mandatory write-ups section of the fom and didn't feel like we [exceeded] any of the aircraft limitations that we would have needed to write up the aircraft for. I looked at the SOP for wake turbulence encounters and we did it exactly as it was stated. Next time; I will ask ATC for more separation if I feel that I need it. I thought it was weird that the 777 was taking off from whiskey and not using the full length. I figured ATC would give us enough separation. As far as I know; each plane has its own separation requirements that ATC is aware of but pilots don't have access to. Winds were pretty calm and it's a pretty precise departure route so the wingtip vortices didn't blow off the route. Now I know to ask for more separation if I think I need it; especially taking off behind bigger jets and I have to rely on my own instincts and experience to know when to ask for more separation because ATC might not give me enough of it.

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Original NASA ASRS Text

Title: E170 flight crew reported encountering wake turbulence departing EWR in trail of a H/B777.

Narrative: Cleared for takeoff on Runway 22R/W in EWR behind a 777. At 400 feet AGL; I called for heading mode and turned left to a heading of 190. At 1000 feet AGL; I called for VNAV and autopilot on. At 2.3 DME; I turned the heading bug to 220. I called for Flaps 1 at the F bug. As we were turning right to a heading of 220; the aircraft started to bank to the left. I disconnected the autopilot to intervene since the aircraft wasn't doing what I was telling it to do. It continued to bank to the left as I put more and more right aileron in. The aircraft momentarily banked over 45 degrees to the left and we got a bank angle auto call out. I don't know if I had full right aileron in but it was a lot. After that; we were able to recover. ATC cleared us to turn further right to 270 and cleared us to climb to 10;000 feet. We made sure the plane was in the right lateral mode and vertical mode and then we reactivated the autopilot. We retracted the flaps up to 0. During the recovery; the speed got up to 225 but no more than that so we didn't over speed the flaps. Once the plane was cleaned up and back on autopilot on the right heading and vertical mode climbing out; we notified ATC that we encountered wake turbulence from the 777 that took off ahead of us. They asked us if we needed any assistance and we told them we didn't need any. Once we got to 10;000 feet I had the First Officer call back to the flight attendants to make sure they and the passengers were fine. They informed us everyone including them were fine and we decided to continue. The rest of the flight was pretty uneventful. I didn't write anything up as we didn't exceed any limitations. It never went above 230 when the flaps were at 1 and we retracted them below 230. I didn't feel like we put too much stress on the aircraft. There wasn't an abnormal amount of G's put on the aircraft; just a lot of right aileron to counteract the wake turbulence rolling the plane to the left. We didn't really have any lateral or vertical deviations from the headings and altitudes that we were supposed to be flying. We just barely went over 45 degrees of left bank very momentarily. I looked into the mandatory write-ups section of the FOM and didn't feel like we [exceeded] any of the aircraft limitations that we would have needed to write up the aircraft for. I looked at the SOP for wake turbulence encounters and we did it exactly as it was stated. Next time; I will ask ATC for more separation if I feel that I need it. I thought it was weird that the 777 was taking off from Whiskey and not using the full length. I figured ATC would give us enough separation. As far as I know; each plane has its own separation requirements that ATC is aware of but pilots don't have access to. Winds were pretty calm and it's a pretty precise departure route so the wingtip vortices didn't blow off the route. Now I know to ask for more separation if I think I need it; especially taking off behind bigger jets and I have to rely on my own instincts and experience to know when to ask for more separation because ATC might not give me enough of it.

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.