Date: 201910
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ATL
ATC / advisory: Tower ATL
Second aircraft: MD-88
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Departing; the specific SID called for RWY HDG; then a 25+ degree left turn to the first way point. After lining up and waiting on the runway; I observed the preceding aircraft (a MD-88 I believe) depart; and drift considerably to the right of centerline. We were then cleared for takeoff; and while on the roll; I wondered why such a drastic drift to the right for that aircraft occurred. The winds on the ground were not strong; but there was a light crosswind. I wondered how strong the winds were above the field to push the [preceding] aircraft that far over. I noted that when we rotated we were further down the runway than normal; since the Flex thrust only had us around 86.5%. I now considered the combinations of wake turbulence; possible wind shear; and my lower Flex power setting. Shortly after rotation; the onset of wake turbulence started to hit. It wasn't more than just light chop; but based on previous experience; I knew it meant we were highly susceptible to hitting much stronger wake. I called for gear up once 'positive rate' was stated; as I wanted to reduce drag as much as possible. I missed the 'Speed Mode NAV Mode' call due to distractions of considering potential problems. During the climb out; we didn't encounter to much more than just the light chop; and as we hit 1;000 feet AGL I called climb sequence. We were flying at the bugged speed of V2+20; and the First Officer selected Flaps 0 without any pause at Flaps 8.  Now my concern was that we were flying a lower airspeed with Flaps Up in an environment where wake and sheer were still very possible. I focused on increasing airspeed to get away from any slow speed event that might be encountered if put into an upset situation. Just after reaching VFTO I saw the FMA switch from TO to ROLL mode. This reminded me that we needed to be in NAV mode.  So I called Speed mode NAV mode; and the command bars snapped to the left and the CDI needle showed we were right of course. I turned toward the way point and after completing the turn; the Tower asked if we were direct the way point. Failure to call Speed Mode NAV mode on departure. Distraction predicated on concerns of wake turbulence and winds aloft. Strict adherence to established call-outs. I should not have let distractions get the better of me; and should have called for Speed Mode NAV mode regardless of external factors.




Synopsis: CRJ-200 Captain reported a track deviation occurred departing ATL due in part to distraction related to wake turbulence from preceding MD-88.