LTT LNDG ON RWY 36L AT CLT IS ALMOST UPSET WHEN IT PASSES BEHIND AN LGT BEGINNING TKOF ON RWY 5.

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ARR ATIS GAVE NOTAM TO 'CAUTION FOR JETBLAST ACFT DEPARTING RWY 5.' CHARLOTTE WAS LNDG 36L AND 36R. ON SHORT FINAL THE FO AND MYSELF NOTICED AN LGT TAXIING ONTO RWY 5. APCH AND LNDG TO RWY 36L WAS NORMAL. DURING THE ROLL OUT THE FO STATED THE GRASS WAS BLOWING WHICH CLUED US THAT THE JET WAS PWRED UP. UPON LNDG OUR ACFT HAD SLOWED TO ABOUT 90 KTS WHEN WE ENTERED THE BLAST FROM THE R. THE R WING RAISED UP PUTTING THE PLANE IN ABOUT A 5 DEG TO 10 DEG L BANK AND IT WXVANED INTO THE BLAST ABOUT 10 TO 15 DEGS TO THE R FROM RWY HDG. FULL R AILERON; L RUDDER AND L TILLER WERE APPLIED TO CORRECT THE ACFT BUT AS SUDDENLY AS WE HAD ENTERED THE BLAST WE EXITED WITH FULL CTL DEFLECTION CAUSING US TO SUDDENLY YAW THE OPPOSITE DIRECTION. WITH NO ACCIDENT THE ACFT WAS BROUGHT UNDER CTL WITH SOME DISTRESS TO PAX AND PLTS. IN MY OPINION THERE IS NO WAY TO PREPARE FOR THIS TYPE OF SIT. TO MY KNOWLEDGE THE ACFT IS NOT DESIGNED TO HANDLE A SHORT TERM HARD BLAST FROM THE SIDE AND I KNOW OF NO TYPE OF TRAINING THAT CAN PREPARE A PLT FOR THE EVENT. ALSO THE DEPARTING JET WAS ON A DIFFERENT TWR FREQ SO THE ONLY WAY WE KNEW THAT HE WAS PWRED UP WAS BY THE BLOWING GRASS. IN LOW VISIBILITY CONDITIONS; WE SURELY COULD NOT HAVE SEEN HIM. THE ONLY GUARANTEED SAFE WAY OF HANDLING THE SIT IS IF THE APCHING PLT EVEN SUSPECTS THE ACFT ON RWY 5 IS DEPARTING WOULD BE TO GO AHEAD AND INITIATE A GAR. WE WERE FORTUNATE THAT WE PASSED THROUGH THE BLAST SAFELY; BUT I BELIEVE IF THERE HAD BEEN A LARGER ACFT; LGT OR WDB; WE COULD POSSIBLY HAVE ROLLED OVER. THERE IS AN ACCIDENT WAITING TO HAPPEN IF THIS PRACTICE IS NOT STOPPED. THE CORRECTIVE ACTIONS WOULD BE TO STAGGER THE DEPS AND ARRS ON RWY 5 AND 36L OR ELIMINATE DEPS ON RWY 5 AND JUST USE RWYS 36L AND 36R.