Narrative:

Per ATIS information traffic was landing runway 09R and departing RWYS04L, 09L and 32L. We (a B727-100QF) were cleared into position runway 09R to 'hold, be ready for immediate.' as landing traffic cleared downfield, we were instructed 'cleared for immediate takeoff, straight out.' final items of takeoff checklist completed as power was applied. First officer was making takeoff. As I was fine tuning the takeoff thrust the instructor engineer in the forward jumpseat behind me said 'an air carrier was cleared for takeoff on runway 09 left with a turn to heading 160 degree.' as we broke ground and after raising the gear handle, I looked left and observed an MD80 turning towards our flight path as it accelerated. The aircraft was slightly ahead of our aircraft and in approximately 20 degree right bank. Aircraft remained fixed in my side sliding window and it appeared his track would intercept ours at same altitude. The first officer leveled off at 15-1600 ft AGL and accelerated rather than continue climb into MD80's path. When controller called us out to the air carrier, he banked sharply right and appeared to pull up. Estimated miss distance was 100-150 yds horizontal and less than 500 ft vertical. If we had not leveled and accelerated the horizontal miss distance would have been less and the vertical miss distance significantly less. Tower controller should never have cleared 2 aircraft off parallel runways with one turning into the other's flight path without giving traffic conflict to pilots or without staggering turning traffic's takeoff roll.

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Original NASA ASRS Text

Title: 2 ACR ACFT RELEASED ON PARALLEL RWYS AT THE SAME TIME WITH 1 ACFT TURNING INTO THE OTHER BEFORE EVASIVE ACTION INITIATED. NMAC AND LTSS.

Narrative: PER ATIS INFO TFC WAS LNDG RWY 09R AND DEPARTING RWYS04L, 09L AND 32L. WE (A B727-100QF) WERE CLRED INTO POS RWY 09R TO 'HOLD, BE READY FOR IMMEDIATE.' AS LNDG TFC CLRED DOWNFIELD, WE WERE INSTRUCTED 'CLRED FOR IMMEDIATE TKOF, STRAIGHT OUT.' FINAL ITEMS OF TKOF CHECKLIST COMPLETED AS PWR WAS APPLIED. FO WAS MAKING TKOF. AS I WAS FINE TUNING THE TKOF THRUST THE INSTRUCTOR ENGINEER IN THE FORWARD JUMPSEAT BEHIND ME SAID 'AN ACR WAS CLRED FOR TKOF ON RWY 09 L WITH A TURN TO HDG 160 DEG.' AS WE BROKE GND AND AFTER RAISING THE GEAR HANDLE, I LOOKED L AND OBSERVED AN MD80 TURNING TOWARDS OUR FLT PATH AS IT ACCELERATED. THE ACFT WAS SLIGHTLY AHEAD OF OUR ACFT AND IN APPROX 20 DEG R BANK. ACFT REMAINED FIXED IN MY SIDE SLIDING WINDOW AND IT APPEARED HIS TRACK WOULD INTERCEPT OURS AT SAME ALT. THE FO LEVELED OFF AT 15-1600 FT AGL AND ACCELERATED RATHER THAN CONTINUE CLB INTO MD80'S PATH. WHEN CTLR CALLED US OUT TO THE ACR, HE BANKED SHARPLY R AND APPEARED TO PULL UP. ESTIMATED MISS DISTANCE WAS 100-150 YDS HORIZ AND LESS THAN 500 FT VERT. IF WE HAD NOT LEVELED AND ACCELERATED THE HORIZ MISS DISTANCE WOULD HAVE BEEN LESS AND THE VERT MISS DISTANCE SIGNIFICANTLY LESS. TOWER CTLR SHOULD NEVER HAVE CLRED 2 ACFT OFF PARALLEL RWYS WITH ONE TURNING INTO THE OTHER'S FLT PATH WITHOUT GIVING TFC CONFLICT TO PLTS OR WITHOUT STAGGERING TURNING TFC'S TKOF ROLL.

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.