CRJ-900 flight crew reported encountering wake turbulence shortly after takeoff at MSP from a preceding A220.
Synopsis
CRJ-900 flight crew reported encountering wake turbulence shortly after takeoff at MSP from a preceding A220.
Narrative
As PF; I was issued a takeoff clearance behind a departing A220 from MSP runway 30L . Takeoff clearance issued as the A220 was rotating off the runway. During early stage of takeoff climb; below 400 feet AFE experienced wake turbulence and an uncommanded roll to the right. Elected to handfly the climb in event further wake was to be encountered. Upon reaching acceleration altitude; ATC gave a turn; climb and frequency change. Climbing at approximately V2+12 and with the intent of selecting the SYNC button with my left forefinger; I announced 'I'll sync my speeds' however I unintentionally selected the STAB TRIM DISC instead of the SYNC and unintentionally disconnected the Stab Trim and Mach Trim; which caused the STAB TRIM and MACH TRIM caution messages to annunciate. Control was maintained albeit with a pitch corresponding to approx 175 knots at this point and I verbalized what I did by mistake. The FO offered to re-engage the AP (Autopilot); however when I began to dial up the Speed Bug to 200 knots the AP PITCH TRIM caution message annunciated. I called for the QRH for the AP PITCH TRIM and called 'my radios.' The FO inquired whether he should complete the After Takeoff checklist first and I requested he please complete the QRH first; applying the logic used when executing a Engine Fire/Failure after V1 profile; where at Acceleration Altitude the Emergency Procedure is prioritized first and then once completed; the After Takeoff Procedure and Checklist are accomplished. Completed the QRH and with AP PITCH TRIM removed; A/P was re-engaged and After Takeoff Procedure and Checklist completed.Unclear whether an ATC error was made; as I do not know that minimum required ATC runway separation between aircraft departing from the same runway. Initial cause is the wake upset. Secondary cause is the unintentional and mistaken selection of the STAB TRIM Disconnect.Worth noting that last month at ZZZ1; with reduced visibility and calm wind conditions; I experienced wake turbulence seemingly from departing mainline jet blast wake; aircraft was cleared for takeoff from runway 23R while I was inside a 3 mile final. The aircraft actually took the runway and started its takeoff roll as we were within one mile final. Below 100 feet instability and rough air was encountered. To enhance the guidance provided which recommends 2 minute separation behind a 'heavy' aircraft departure; perhaps it would be useful as a crosscheck to identify in a company reference manual what the minimum allowable separation between departing/arriving aircraft on the same runway or between departing/departing aircraft on same runway.
Second reporter narrative
In MSP going to ZZZ; the stab trim disconnect was inadvertently selected on the yoke by the captain as PF. This was shortly after takeoff when we encountered a bit of wake turbulence a few hundred feet in the air from the previously departed aircraft. The CA intended to disconnect the AP (Autopilot) but accidentally hit the stab trim disc button. Because of this we received STAB TRIM; MACH TRIM; and AP PITCH TRIM caution messages. We quickly referenced the QRH; ran the procedure; and resolved the issue. So once the plane was re-trimmed; the AP was reengaged and the flight continued as normal.Wake turbulence below 1;000AGL on climb out and inadvertent selection of stab trim disconnect
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.