Narrative:

Northwest of clt is a 'family' of antennas ranging in ht from the nearest antenna at 1505 ft MSL to 2 antennas at 2749 ft MSL. Specifically, 3 of the 4 are located at a bearing of 314 degrees magnetic and range of approximately 13-15 NM from the departure end of runway 36L. Since these prominent obstacles rise to an elevation 2000 ft above clt's airport elevation in 13 NM, it seems departure procedures and missed approach procedures would purposely avoid them. That is not the case. Indeed, the 'hornet 3 departure' (HOR3.hor) dated sep/91 calls for a 330 degree heading as soon as possible upon takeoff from runway 36L. With any northerly winds, your flight track is aiming squarely at the 2 highest antennas. Furthermore, this departure advises non standard climb gradients of 240 ft/NM for runways 5 and 36R, but allows runway 36L's to be 150 ft/NM, though the proximity of prominent obstacles seems to demand far more. Runway 36L category I and ii/III approachs specify a 314 degree heading after a climb to 1200 ft, followed by further climb to 3600 ft. While this clears the antennas, it obviously flies directly over them. My concern here is that on neither the departure or approach procedures for runway 36L at clt is the crew aware of such high obstacles and their close relation to the prescribed flight tracks. Particularly troubling is the departure since an engine failure would seriously compromise climb ability and clearance if any. An IFR departure procedure should be fashioned for 36L and missed approach procedures modified.

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Original NASA ASRS Text

Title: RPTR POINTS OUT THAT SID AND MISSED APCH CLBS TO THE NW ARE AIMED AT HIGH TWRS.

Narrative: NW OF CLT IS A 'FAMILY' OF ANTENNAS RANGING IN HT FROM THE NEAREST ANTENNA AT 1505 FT MSL TO 2 ANTENNAS AT 2749 FT MSL. SPECIFICALLY, 3 OF THE 4 ARE LOCATED AT A BEARING OF 314 DEGS MAGNETIC AND RANGE OF APPROX 13-15 NM FROM THE DEP END OF RWY 36L. SINCE THESE PROMINENT OBSTACLES RISE TO AN ELEVATION 2000 FT ABOVE CLT'S ARPT ELEVATION IN 13 NM, IT SEEMS DEP PROCS AND MISSED APCH PROCS WOULD PURPOSELY AVOID THEM. THAT IS NOT THE CASE. INDEED, THE 'HORNET 3 DEP' (HOR3.HOR) DATED SEP/91 CALLS FOR A 330 DEG HDG AS SOON AS POSSIBLE UPON TKOF FROM RWY 36L. WITH ANY NORTHERLY WINDS, YOUR FLT TRACK IS AIMING SQUARELY AT THE 2 HIGHEST ANTENNAS. FURTHERMORE, THIS DEP ADVISES NON STANDARD CLB GRADIENTS OF 240 FT/NM FOR RWYS 5 AND 36R, BUT ALLOWS RWY 36L'S TO BE 150 FT/NM, THOUGH THE PROX OF PROMINENT OBSTACLES SEEMS TO DEMAND FAR MORE. RWY 36L CATEGORY I AND II/III APCHS SPECIFY A 314 DEG HDG AFTER A CLB TO 1200 FT, FOLLOWED BY FURTHER CLB TO 3600 FT. WHILE THIS CLRS THE ANTENNAS, IT OBVIOUSLY FLIES DIRECTLY OVER THEM. MY CONCERN HERE IS THAT ON NEITHER THE DEP OR APCH PROCS FOR RWY 36L AT CLT IS THE CREW AWARE OF SUCH HIGH OBSTACLES AND THEIR CLOSE RELATION TO THE PRESCRIBED FLT TRACKS. PARTICULARLY TROUBLING IS THE DEP SINCE AN ENG FAILURE WOULD SERIOUSLY COMPROMISE CLB ABILITY AND CLRNC IF ANY. AN IFR DEP PROC SHOULD BE FASHIONED FOR 36L AND MISSED APCH PROCS MODIFIED.

Data retrieved from NASA's ASRS site as of July 2007 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.