Narrative:

While taxiing into position for runway 18L at clt; ATC cleared us for takeoff almost immediately after an airbus A319/20 became airborne off the same runway. The captain taxied slowly into position; and I estimate we started our takeoff roll twenty seconds after the airbus lifted off. The winds were calm or no more than three knots out of the southwest. I was the pilot flying; and lifted off without any issues. At approximately 100 ft AGL; there was a brief episode of turbulence; finished by a thirty degree roll to the left. I quickly applied control wheel pressure to level the wings. The captain turned on continuous ignition in case we encountered the turbulence again. At approximately 700 ft AGL; the turbulence happened again. There was a roll to the left. As I attempted to use right control wheel pressure to level the wings; the aircraft quickly rolled into a bank to the right. There were multiple pitch and roll movements for the next ten to fifteen seconds. Towards the end of the second episode; the stick shaker activated for approximately one second. I started lowering the nose to gain more airspeed. The turbulence ended between 1;000 and 1;500 ft AGL. Nearly calm wind conditions may have contributed to the wake turbulence encounter. The captain reported the wake turbulence event to charlotte departure control. Often wake turbulence is viewed as a threat only when involved with a 757 or heavy aircraft. However; if the conditions are right; it could be a hazard in other less obvious situations. It might be helpful to have a more in-depth review of wake turbulence for both pilots and controllers during recurrent training.

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Original NASA ASRS Text

Title: A CRJ-200 First Officer reported encountering wake turbulence from a preceding Airbus. The aircraft rolled in response to the wake. The reporter mentioned the calm conditions may have been a contributing factor.

Narrative: While taxiing into position for Runway 18L at CLT; ATC cleared us for takeoff almost immediately after an Airbus A319/20 became airborne off the same runway. The Captain taxied slowly into position; and I estimate we started our takeoff roll twenty seconds after the Airbus lifted off. The winds were calm or no more than three knots out of the southwest. I was the pilot flying; and lifted off without any issues. At approximately 100 FT AGL; there was a brief episode of turbulence; finished by a thirty degree roll to the left. I quickly applied control wheel pressure to level the wings. The Captain turned on continuous ignition in case we encountered the turbulence again. At approximately 700 FT AGL; the turbulence happened again. There was a roll to the left. As I attempted to use right control wheel pressure to level the wings; the aircraft quickly rolled into a bank to the right. There were multiple pitch and roll movements for the next ten to fifteen seconds. Towards the end of the second episode; the stick shaker activated for approximately one second. I started lowering the nose to gain more airspeed. The turbulence ended between 1;000 and 1;500 FT AGL. Nearly calm wind conditions may have contributed to the wake turbulence encounter. The Captain reported the wake turbulence event to Charlotte Departure Control. Often wake turbulence is viewed as a threat only when involved with a 757 or heavy aircraft. However; if the conditions are right; it could be a hazard in other less obvious situations. It might be helpful to have a more in-depth review of wake turbulence for both pilots and controllers during recurrent training.

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.