Narrative:

We were cleared for takeoff on runway 27R departing closely behind another carrier. Immediately on climb out our aircraft encountered significant wake turbulence. We had briefed and anticipated the potential for wake due to the timing of our takeoff clearance and wind conditions; though separation appeared typical. We were assigned and flew the departure. The other carrier appeared to be navigating via the same profile. What appeared to be adequate separation on departure seemed to decay as the wake intensified when both aircraft turned to a 240 degree heading. Attempting to escape the wake; I asked the pilot monitoring to get us a turn off the departure. This request was initiated and occurred around the flaps up call. ATC accommodated the request for a turnout with a further left heading due to traffic climbing out behind us. This heading change seemed contrary to the most expeditious relief from the wake. I continued to accelerate to escape the wake and for the aircraft in trail. The flaps 1 overspeed error was recognized simultaneously by both of us and corrected at this point. Upon our arrival at our destination; we advised company maintenance of the overspeed. The required inspection revealed no discrepancies. Our failure to ensure flaps were selected full up prior to acceleration. Poor timing of our ATC request for the phase of climb. Local controller could have provided better separation or at least informed us we would be on the same departure course as the preceding aircraft. Typically when launching aircraft in close sequence; aircraft courses diverge. Had we known the departing aircraft would be navigating via the same course; we would have delayed.supplemental info from acn 827370: we were given 'position and hold' by ATC and to 'report a B737 in sight.' shortly after we were given a 'maintain visual separation; cleared for takeoff runway 25R.' shortly after reaching flap retraction altitude and after selecting flaps 1 climb thrust we began to experience wake turbulence from the B737 in front of us. We received several smaller roll oscillations and 3 rather large rolls that required aggressive compensation from the captain (pilot flying). The captain requested that I ask for deviation to get out from behind the aircraft and to put space between us and the aircraft. I agreed; requested deviation; and we were given a left deviation. The duration of the wake turbulence was not lengthy; however; the intensity of the wake turbulence was such that I (first officer and pilot not flying) was putting a large emphasis on getting clearance out from behind the preceding aircraft. Shortly after finding smooth air and seeing our airspeed; I asked; 'do you want the flaps up?' and retracted the flaps as we had been accelerating through much of the event. Callback conversation with reporter revealed the following information: the reporter said that the wake was unexpected because the B737-800 was similar in size. The first officer was wearing noise canceling headset which may have contributed to his missing the flaps up call since the aircraft does not have a hot interphone mike and both ears were covered.

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Original NASA ASRS Text

Title: A B737-300 encounters wake from a B737-800; requests deviation from track to escape the turbulence but in the confusion the crew does not raise the flaps before flap speed limit is exceeded.

Narrative: We were cleared for takeoff on Runway 27R departing closely behind another carrier. Immediately on climb out our aircraft encountered significant wake turbulence. We had briefed and anticipated the potential for wake due to the timing of our takeoff clearance and wind conditions; though separation appeared typical. We were assigned and flew the departure. The other carrier appeared to be navigating via the same profile. What appeared to be adequate separation on departure seemed to decay as the wake intensified when both aircraft turned to a 240 degree heading. Attempting to escape the wake; I asked the pilot monitoring to get us a turn off the departure. This request was initiated and occurred around the flaps up call. ATC accommodated the request for a turnout with a further left heading due to traffic climbing out behind us. This heading change seemed contrary to the most expeditious relief from the wake. I continued to accelerate to escape the wake and for the aircraft in trail. The flaps 1 overspeed error was recognized simultaneously by both of us and corrected at this point. Upon our arrival at our destination; we advised company maintenance of the overspeed. The required inspection revealed no discrepancies. Our failure to ensure flaps were selected full up prior to acceleration. Poor timing of our ATC request for the phase of climb. Local Controller could have provided better separation or at least informed us we would be on the same departure course as the preceding aircraft. Typically when launching aircraft in close sequence; aircraft courses diverge. Had we known the departing aircraft would be navigating via the same course; we would have delayed.Supplemental info from ACN 827370: We were given 'position and hold' by ATC and to 'report a B737 in sight.' Shortly after we were given a 'maintain visual separation; cleared for takeoff Runway 25R.' Shortly after reaching flap retraction altitude and after selecting Flaps 1 climb thrust we began to experience wake turbulence from the B737 in front of us. We received several smaller roll oscillations and 3 rather large rolls that required aggressive compensation from the Captain (pilot flying). The Captain requested that I ask for deviation to get out from behind the aircraft and to put space between us and the aircraft. I agreed; requested deviation; and we were given a left deviation. The duration of the wake turbulence was not lengthy; however; the intensity of the wake turbulence was such that I (First Officer and pilot not flying) was putting a large emphasis on getting clearance out from behind the preceding aircraft. Shortly after finding smooth air and seeing our airspeed; I asked; 'do you want the flaps up?' and retracted the flaps as we had been accelerating through much of the event. Callback conversation with reporter revealed the following information: The reporter said that the wake was unexpected because the B737-800 was similar in size. The First Officer was wearing noise canceling headset which may have contributed to his missing the flaps up call since the aircraft does not have a hot interphone mike and both ears were covered.

Data retrieved from NASA's ASRS site as of April 2012 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.