Narrative:

I was on the cowboy two departure out of las. Another carrier airbus in front of me was assigned the tralr two departure. I was told to maintain visual separation and started my takeoff roll just as the other aircraft lifted off of runway 25R. I took off using company standard RNAV departure procedures. The airbus appeared to have turned late (passed the rbell fix) and it became quickly evident that we would be a conflict. As we turned at rbell; the airbus was below us and at our 2 O'clock position. I complained to departure that we were too close and were going to be a conflict. At that time the other aircraft was cleared direct to hitme and began a climbing left turn. I inquired as to which departure the airbus was assigned. I was told he was going east. The first officer (who was flying) expressed his concern to me that we were too close. At that time we received a TA. I told him to do whatever he had to do to ensure separation; as I now could not see the airbus because it was turning under us. We were just leveling off at 7000 ft MSL when all of this occurred. The airbus passed directly under us on its way up to 7000 ft MSL. We pulled our aircraft up to over 10000 ft MSL; in a zoom climb. I told departure that we were deviating and he told us to get back on the departure as soon as possible. We ended up on an approximately heading of 165 degrees for a few seconds; and then we navigated back to roppr. We were then cleared to FL190. We were able to maintain 1000 ft of separation from the airbus after we began our pull up. If we had not performed this deviation; our aircraft would have passed very close. I asked for the controller's number and upon arrival; I discussed the incident with the controller and his supervisor.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737 DEP FROM LAS; ASSIGNED AN RNAV DEP PROC; WAS INSTRUCTED TO MAINTAIN VISUAL SEPARATION FROM A PRECEDING AIRBUS; CONFLICTING WITH THE AIRBUS; AS BOTH ACFT NAVIGATED VIA RNAV GUIDANCE.

Narrative: I WAS ON THE COWBOY TWO DEP OUT OF LAS. ANOTHER CARRIER AIRBUS IN FRONT OF ME WAS ASSIGNED THE TRALR TWO DEP. I WAS TOLD TO MAINTAIN VISUAL SEPARATION AND STARTED MY TKOF ROLL JUST AS THE OTHER ACFT LIFTED OFF OF RWY 25R. I TOOK OFF USING COMPANY STANDARD RNAV DEP PROCS. THE AIRBUS APPEARED TO HAVE TURNED LATE (PASSED THE RBELL FIX) AND IT BECAME QUICKLY EVIDENT THAT WE WOULD BE A CONFLICT. AS WE TURNED AT RBELL; THE AIRBUS WAS BELOW US AND AT OUR 2 O'CLOCK POSITION. I COMPLAINED TO DEP THAT WE WERE TOO CLOSE AND WERE GOING TO BE A CONFLICT. AT THAT TIME THE OTHER ACFT WAS CLRED DIRECT TO HITME AND BEGAN A CLBING L TURN. I INQUIRED AS TO WHICH DEP THE AIRBUS WAS ASSIGNED. I WAS TOLD HE WAS GOING E. THE FO (WHO WAS FLYING) EXPRESSED HIS CONCERN TO ME THAT WE WERE TOO CLOSE. AT THAT TIME WE RECEIVED A TA. I TOLD HIM TO DO WHATEVER HE HAD TO DO TO ENSURE SEPARATION; AS I NOW COULD NOT SEE THE AIRBUS BECAUSE IT WAS TURNING UNDER US. WE WERE JUST LEVELING OFF AT 7000 FT MSL WHEN ALL OF THIS OCCURRED. THE AIRBUS PASSED DIRECTLY UNDER US ON ITS WAY UP TO 7000 FT MSL. WE PULLED OUR ACFT UP TO OVER 10000 FT MSL; IN A ZOOM CLB. I TOLD DEP THAT WE WERE DEVIATING AND HE TOLD US TO GET BACK ON THE DEP AS SOON AS POSSIBLE. WE ENDED UP ON AN APPROX HDG OF 165 DEGS FOR A FEW SECONDS; AND THEN WE NAVIGATED BACK TO ROPPR. WE WERE THEN CLRED TO FL190. WE WERE ABLE TO MAINTAIN 1000 FT OF SEPARATION FROM THE AIRBUS AFTER WE BEGAN OUR PULL UP. IF WE HAD NOT PERFORMED THIS DEV; OUR ACFT WOULD HAVE PASSED VERY CLOSE. I ASKED FOR THE CTLR'S NUMBER AND UPON ARR; I DISCUSSED THE INCIDENT WITH THE CTLR AND HIS SUPVR.

Data retrieved from NASA's ASRS site as of January 2009 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.