Narrative:

Aircraft was dispatched with #1 fuel gauge inoperative/MEL'ed. Therefore we had no FMC and also could not use reduced thrust for takeoff. We only had 9 passenger so we were extremely light. Departure runway was runway 25R. After a short takeoff roll, aircraft lifted off and climbed extremely fast. Shortly thereafter, the tower issued us traffic, 'an airbus on a go around off runway 19.' I never saw him, but TCASII finally painted him, 1000 ft below us, about the same time the first officer, who was flying, spotted him going under us. He said he had a hard time seeing him because he was lost in the lights of las vegas. Had we been at a normal weight, with more passenger and fuel, this would have been a very close passage. I believe from my experience at las, the other aircraft was given a land and hold short clearance, but could not get down and on a stabilized profile. So, he had to go around. Also contributing to the problem was the fact that the other aircraft was on a different frequency. Had we been on a common frequency, I would have known sooner that another aircraft was coming our way. I know I will now not accept land and hold short, period! All land and hold short operations should have published escape rtes. Callback conversation with reporter revealed the following information: the reporter is a B737-300 captain for an air carrier and he said that he feels very fortunate that a minor equipment problem and a very small passenger load caused him to climb very steeply after takeoff. Unknown to him at the time, one of his company's A320's was approaching runway 19 as he was starting his takeoff roll on runway 25R. He said that later he heard that the A320 captain had lost his aircraft after the go around was initiated. He also said that he had thought about what he would do if he had to go around in such a situation, but all of his scenarios dealt with both aircraft landing. He said that this event was significant to him and he will refuse future land and hold short clrncs. Another factor that bothered him about this event was that the other aircraft was on a different frequency and he did not know about the go around until later. His only warning came from the controller who asked him to climb as steeply as possible. He said that they were already climbing steeply, but the controller's voice tone further encouraged them to increase their deck angle. Lastly, he also learned through his chief pilot's office that the A320 flight crew made their go around because of an unstable approach that occurred when the A320 crew was complying with the approach controller's instruction to cross over the 'showboat casino' at 3000 ft. The A320 flight crew was not used to this requirement and were too high on short final and started the go around. They lost sight of the B737-300 due to their go around deck angle.

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Original NASA ASRS Text

Title: AN ACR CAPT RPTS THAT HIS B737 SIMPLY OUTCLBED AN A320 DURING SIMULTANEOUS OPS ON CROSS RWYS AT LAS. THE RPTR HAD JUST LIFTED OFF AND THE A320 WAS ON A GAR FROM A NIGHT VISUAL APCH AND THEY CROSSED AT THE INTXN OF RWY 25R AND RWY 19L. THE RPTR SAID THAT THE FLC CLBED VERY STEEPLY TO MISS THE OTHER COMPANY ACFT.

Narrative: ACFT WAS DISPATCHED WITH #1 FUEL GAUGE INOP/MEL'ED. THEREFORE WE HAD NO FMC AND ALSO COULD NOT USE REDUCED THRUST FOR TKOF. WE ONLY HAD 9 PAX SO WE WERE EXTREMELY LIGHT. DEP RWY WAS RWY 25R. AFTER A SHORT TKOF ROLL, ACFT LIFTED OFF AND CLBED EXTREMELY FAST. SHORTLY THEREAFTER, THE TWR ISSUED US TFC, 'AN AIRBUS ON A GAR OFF RWY 19.' I NEVER SAW HIM, BUT TCASII FINALLY PAINTED HIM, 1000 FT BELOW US, ABOUT THE SAME TIME THE FO, WHO WAS FLYING, SPOTTED HIM GOING UNDER US. HE SAID HE HAD A HARD TIME SEEING HIM BECAUSE HE WAS LOST IN THE LIGHTS OF LAS VEGAS. HAD WE BEEN AT A NORMAL WT, WITH MORE PAX AND FUEL, THIS WOULD HAVE BEEN A VERY CLOSE PASSAGE. I BELIEVE FROM MY EXPERIENCE AT LAS, THE OTHER ACFT WAS GIVEN A LAND AND HOLD SHORT CLRNC, BUT COULD NOT GET DOWN AND ON A STABILIZED PROFILE. SO, HE HAD TO GAR. ALSO CONTRIBUTING TO THE PROB WAS THE FACT THAT THE OTHER ACFT WAS ON A DIFFERENT FREQ. HAD WE BEEN ON A COMMON FREQ, I WOULD HAVE KNOWN SOONER THAT ANOTHER ACFT WAS COMING OUR WAY. I KNOW I WILL NOW NOT ACCEPT LAND AND HOLD SHORT, PERIOD! ALL LAND AND HOLD SHORT OPS SHOULD HAVE PUBLISHED ESCAPE RTES. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR IS A B737-300 CAPT FOR AN ACR AND HE SAID THAT HE FEELS VERY FORTUNATE THAT A MINOR EQUIP PROB AND A VERY SMALL PAX LOAD CAUSED HIM TO CLB VERY STEEPLY AFTER TKOF. UNKNOWN TO HIM AT THE TIME, ONE OF HIS COMPANY'S A320'S WAS APCHING RWY 19 AS HE WAS STARTING HIS TKOF ROLL ON RWY 25R. HE SAID THAT LATER HE HEARD THAT THE A320 CAPT HAD LOST HIS ACFT AFTER THE GAR WAS INITIATED. HE ALSO SAID THAT HE HAD THOUGHT ABOUT WHAT HE WOULD DO IF HE HAD TO GAR IN SUCH A SIT, BUT ALL OF HIS SCENARIOS DEALT WITH BOTH ACFT LNDG. HE SAID THAT THIS EVENT WAS SIGNIFICANT TO HIM AND HE WILL REFUSE FUTURE LAND AND HOLD SHORT CLRNCS. ANOTHER FACTOR THAT BOTHERED HIM ABOUT THIS EVENT WAS THAT THE OTHER ACFT WAS ON A DIFFERENT FREQ AND HE DID NOT KNOW ABOUT THE GAR UNTIL LATER. HIS ONLY WARNING CAME FROM THE CTLR WHO ASKED HIM TO CLB AS STEEPLY AS POSSIBLE. HE SAID THAT THEY WERE ALREADY CLBING STEEPLY, BUT THE CTLR'S VOICE TONE FURTHER ENCOURAGED THEM TO INCREASE THEIR DECK ANGLE. LASTLY, HE ALSO LEARNED THROUGH HIS CHIEF PLT'S OFFICE THAT THE A320 FLC MADE THEIR GAR BECAUSE OF AN UNSTABLE APCH THAT OCCURRED WHEN THE A320 CREW WAS COMPLYING WITH THE APCH CTLR'S INSTRUCTION TO CROSS OVER THE 'SHOWBOAT CASINO' AT 3000 FT. THE A320 FLC WAS NOT USED TO THIS REQUIREMENT AND WERE TOO HIGH ON SHORT FINAL AND STARTED THE GAR. THEY LOST SIGHT OF THE B737-300 DUE TO THEIR GAR DECK ANGLE.

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.