Crj-200 captain reported wake vortex encounter from a preceeding B737.

Narrative:

We departed after a 737 with adequate spacing. Once airborne around 500 ft afe we encountered some wake turbulence. It got progressively worse and required flight control inputs similar to that of low level moderate turbulence. At about 1;000 ft afe; just as I was about to call for continuous ignition we got the shaker. I immediately pushed the thrust levers to the maximum and checked the flight spoilers while lowering the nose slightly. We notified ATC and were asked; 'what would you like me to do sir?' I told them that we needed an additional vector or spacing from the preceding aircraft. The turbulence went away and we informed them of that as well before they gave us a turn. Then we were told to contact departure. As nextgen airspace transforms to a category-aircraft based approach for wake turbulence separation; I feel that the best way to reduce these events is to have multiple departure paths for jet aircraft. This is especially important with stage 2; 3; and 4 aircraft that don't have as much of an impact on surrounding communities that the turbojet aircraft of the past did. Many times; clt specifically; doesn't keep aircraft on the prescribed departure path for the jacal departure; which negates the RNAV departure theory entirely (all aircraft; same path; minimal noise impact on minimum number of homes; especially at low altitudes and high power settings).

Original NASA ASRS Text

Title: CRJ-200 Captain reported wake vortex encounter from a preceeding B737.

Narrative: We departed after a 737 with adequate spacing. Once airborne around 500 FT AFE we encountered some wake turbulence. It got progressively worse and required flight control inputs similar to that of low level moderate turbulence. At about 1;000 FT AFE; just as I was about to call for Continuous Ignition we got the shaker. I immediately pushed the thrust levers to the maximum and checked the flight spoilers while lowering the nose slightly. We notified ATC and were asked; 'What would you like me to do sir?' I told them that we needed an additional vector or spacing from the preceding aircraft. The turbulence went away and we informed them of that as well before they gave us a turn. Then we were told to contact Departure. As NextGen airspace transforms to a category-aircraft based approach for wake turbulence separation; I feel that the best way to reduce these events is to have multiple departure paths for jet aircraft. This is especially important with stage 2; 3; and 4 aircraft that don't have as much of an impact on surrounding communities that the turbojet aircraft of the past did. Many times; CLT specifically; doesn't keep aircraft on the prescribed departure path for the JACAL departure; which negates the RNAV departure theory entirely (all aircraft; same path; minimal noise impact on minimum number of homes; especially at low altitudes and high power settings).

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1048870
Time
Date	201211
Local Time Of Day	1801-2400
Place
Locale Reference	CLT.Airport
State Reference	NC
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	Regional Jet 200 ER/LR (CRJ200)
Operating Under FAR Part	Part 121
Flight Phase	Initial Climb
Aircraft 2
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Initial Climb
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Inflight Event / Encounter Wake Vortex Encounter