Narrative:

I was TRACON controller in charge (controller in charge) at the time of the event. Aircraft X was issued the gnats 7 departure from mfr tower and departed on the departure procedure. The aircraft climbed in accordance with the procedure and turned to heading 250 after reaching 1;800 feet. The aircraft reached 1;800 feet. 6 NM prior to mef NDB. The procedure says to fly heading 250 until interception of mef NDB bearing 272. Because the aircraft had not yet reached mef NDB when it initiated the prescribed turn at 1;800 feet it was on a course to never join mef NDB bearing 272 on course to gnats. The aircraft came in dangerously close proximity terrain even with quick recognition of the controller of the situation. Without good radar; good weather; and a vigilant controller this easily could have been a disaster. The controller ensured the aircraft had terrain in sight and helped get the aircraft away from terrain. The gnats 7 departure needs to immediately be suspended. In its current iteration it is very dangerous to slow aircraft. It is designed for fast flying aircraft which will fly past mef NDB where a turn to 250 heading will actually intercept the outbound bearing to gnats. If we were using long range radar with IFR conditions an aircraft accident would likely have been the result. A likely solution to the procedure would be on departure climb direct mef NDB and to depart mef NDB on a 353 heading. Reaching 1;800 feet after mef NDB turn left heading 250 to join mef NDB bearing 272 to gnats; rest of procedure unchanged.

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Original NASA ASRS Text

Title: EUG TRACON CIC reported an aircraft flying a published SID correctly resulted in the aircraft flying below minimum terrain altitude requirements.

Narrative: I was TRACON Controller In Charge (CIC) at the time of the event. Aircraft X was issued the GNATS 7 Departure from MFR Tower and departed on the departure procedure. The aircraft climbed in accordance with the procedure and turned to heading 250 after reaching 1;800 feet. The aircraft reached 1;800 feet. 6 NM prior to MEF NDB. The procedure says to fly heading 250 until interception of MEF NDB bearing 272. Because the aircraft had not yet reached MEF NDB when it initiated the prescribed turn at 1;800 feet it was on a course to never join MEF NDB bearing 272 on course to GNATS. The aircraft came in dangerously close proximity terrain even with quick recognition of the controller of the situation. Without good radar; good weather; and a vigilant controller this easily could have been a disaster. The controller ensured the aircraft had terrain in sight and helped get the aircraft away from terrain. The GNATS 7 Departure needs to immediately be suspended. In its current iteration it is very dangerous to slow aircraft. It is designed for fast flying aircraft which will fly past MEF NDB where a turn to 250 heading will actually intercept the outbound bearing to GNATS. If we were using long range radar with IFR conditions an aircraft accident would likely have been the result. A likely solution to the procedure would be on departure climb direct MEF NDB and to depart MEF NDB on a 353 heading. Reaching 1;800 feet after MEF NDB turn left heading 250 to join MEF NDB bearing 272 to GNATS; rest of procedure unchanged.

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.