Narrative:

Several months ago; ATC for the atl airport instituted a new reduced separation program for departures. This program seems to be used on a hit and miss basis. Many tower controllers still use the greater separation distance between heavy and lighter aircraft. On the date in question we were set to depart behind a B777; B757 and B737-900. We were cleared to line up immediately after the B737 was cleared for takeoff. Before the B737 was half way down the runway; we were cleared for takeoff. I elected to wait until that aircraft rotated and began to climb before I advanced power for take off. Through approximately 1000 ft AGL; we flew into the wake of the 737 and were rolled at a moderate rate. It took almost full aileron input to keep our aircraft close to wings level. Shortly thereafter; as our paths diverged; we again flew into the wake of the 737; this time the roll rate was somewhat faster; again requiring full aileron input to keep our airplane from exceeding a 30 degree bank although we were not originally in a turn. The autopilot was never engaged in anticipation of this problem due to the reduced separation.some factors for consideration might be to reconsider this reduced separation for departures. A fully loaded crj; regardless of variant has much less available energy for recovery than one of the heavy aircraft we are now following so closely. Additionally; a 737-900 is essentially a 757 and puts out a similar wake although somewhat mitigated by the winglets. This reduced separation program seems to be more of a convenience for the controlling agency to facilitate more aircraft launches; than a program concerned with separation safety.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-900 Captain reported encountering wake turbulence departing ATL in trail of a B737-900.

Narrative: Several months ago; ATC for the ATL airport instituted a new reduced separation program for departures. This program seems to be used on a hit and miss basis. Many Tower controllers still use the greater separation distance between heavy and lighter aircraft. On the date in question we were set to depart behind a B777; B757 and B737-900. We were cleared to line up immediately after the B737 was cleared for takeoff. Before the B737 was half way down the runway; we were cleared for takeoff. I elected to wait until that aircraft rotated and began to climb before I advanced power for take off. Through approximately 1000 ft AGL; we flew into the wake of the 737 and were rolled at a moderate rate. It took almost full aileron input to keep our aircraft close to wings level. Shortly thereafter; as our paths diverged; we again flew into the wake of the 737; this time the roll rate was somewhat faster; again requiring full aileron input to keep our airplane from exceeding a 30 degree bank although we were not originally in a turn. The autopilot was never engaged in anticipation of this problem due to the reduced separation.Some factors for consideration might be to reconsider this reduced separation for departures. A fully loaded CRJ; regardless of variant has much less available energy for recovery than one of the heavy aircraft we are now following so closely. Additionally; a 737-900 is essentially a 757 and puts out a similar wake although somewhat mitigated by the winglets. This reduced separation program seems to be more of a convenience for the controlling agency to facilitate more aircraft launches; than a program concerned with separation safety.

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.