Narrative:

During taxi to runway 28L approaching the holding point; tower gave us a runway change to 28R. Holding short of runway 28R; we accomplished the appropriate checklists and reported ready for takeoff. We previously reported not ready in order to make the necessary changes. The winds were out of the south 190/15 kts. [Another B777] was going to depart runway 28L. We briefed this new threat and discussed my plan as the pilot flying (PF) if we did encounter any wake turbulence. We used flaps 15 and max thrust to rotate sooner down the runway and out climb [the other aircraft] to help avoid any possible wake turbulence.we were given takeoff clearance just after [the other B777] became airborne. I asked the first officer to request from the tower another minute for wake turbulence. The tower responded with the separation criteria (which I'm fully aware of) stating we had more than the minimum and there was traffic on final for our runway. For us to refuse takeoff and clear the runway was problematic at this point and may have resulted in the landing traffic [executing] a go-around. With legal separation criteria; we accepted the takeoff. We did encounter the wake from [the other aircraft] and deviated right of course off the SID; immediately notified ATC. We used visual reference to avoid terrain. I asked norcal departure control to advise sfo tower of the event. I notified dispatch of the event and asked the ATC coordinator to speak with sfo tower. We talked with [the other aircraft] on air-to-air and learned they also used flaps 15 and max thrust. There are times; such as this case; where the 'required' separation is insufficient.

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Original NASA ASRS Text

Title: B777 flight crew reported encountering wake turbulence during initial climbout from SFO in trail of another B777 with minimum separation.

Narrative: During taxi to Runway 28L approaching the holding point; Tower gave us a runway change to 28R. Holding short of Runway 28R; we accomplished the appropriate checklists and reported ready for takeoff. We previously reported not ready in order to make the necessary changes. The winds were out of the South 190/15 kts. [Another B777] was going to depart Runway 28L. We briefed this new threat and discussed my plan as the Pilot Flying (PF) if we did encounter any wake turbulence. We used Flaps 15 and Max Thrust to rotate sooner down the runway and out climb [the other aircraft] to help avoid any possible wake turbulence.We were given takeoff clearance just after [the other B777] became airborne. I asked the First Officer to request from the Tower another minute for wake turbulence. The Tower responded with the separation criteria (which I'm fully aware of) stating we had more than the minimum and there was traffic on final for our runway. For us to refuse takeoff and clear the runway was problematic at this point and may have resulted in the landing traffic [executing] a go-around. With legal separation criteria; we accepted the takeoff. We did encounter the wake from [the other aircraft] and deviated right of course off the SID; immediately notified ATC. We used visual reference to avoid terrain. I asked NORCAL departure control to advise SFO Tower of the event. I notified Dispatch of the event and asked the ATC Coordinator to speak with SFO Tower. We talked with [the other aircraft] on air-to-air and learned they also used Flaps 15 and Max Thrust. There are times; such as this case; where the 'required' separation is insufficient.

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.