Narrative:

I cleared an airbus on a shead 7 departure for take off. Behind him; I had a B737 also on the shead. I waited until a point I would usually clear two aircraft to have IFR separation. The second B737 was about mid-field when rolling and I had noticed that the airbus was dragging his landing gear (to cool the brakes) I knew this was going to slow the performance of the aircraft and I may not have the required 3 mile separation. During this; the second B737 was short final and executed a go-around. I gave interim climb-out instructions and obtained visual separation on the departing B737 rolling on the parallel runway (25R; go-around was on 25L). The plan was to turn the go-around B737 to a 190 heading away from departing traffic (turning southbound at 3 DME). I then went back to the two shead departures; obtained visual separation and speed restricted the trailing aircraft. I then issued the coordinated 190 heading to the go-around B737 which he did not hear. I attempted to issue it again unsuccessfully. At this point the go-around aircraft was about a half mile off the departure end; and a 190 heading (at 220 KTS) would have been a factor to the previous two departures at roppr intersection south of the airport. My assist coordinated a runway heading to 7;000 for the go-around which I successfully issued. 3 miles west of the airport; the go-around B737 reported a TCAS on the aircraft he was maintaining visual separation on. The go-around B737 was conducting an ILS approach is VFR conditions. I didn't expect an aircraft on an ILS to be too high for landing; but it happened; fairly routine go-around. What took a lot of my attention was the airbus dragging his gear. Things compiled after that.

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Original NASA ASRS Text

Title: LAS Controller described a developing conflict event when traffic on final made an unexpected go around paralleling departure traffic form the same runway; the reporter listing the 'gear dragging' by the departure as distracting.

Narrative: I cleared an Airbus on a Shead 7 Departure for take off. Behind him; I had a B737 also on the Shead. I waited until a point I would usually clear two aircraft to have IFR separation. The second B737 was about mid-field when rolling and I had noticed that the Airbus was dragging his landing gear (to cool the brakes) I knew this was going to slow the performance of the aircraft and I may not have the required 3 mile separation. During this; the second B737 was short final and executed a go-around. I gave interim climb-out instructions and obtained visual separation on the departing B737 rolling on the parallel runway (25R; go-around was on 25L). The plan was to turn the go-around B737 to a 190 heading away from departing traffic (turning southbound at 3 DME). I then went back to the two Shead departures; obtained visual separation and speed restricted the trailing aircraft. I then issued the coordinated 190 heading to the go-around B737 which he did not hear. I attempted to issue it again unsuccessfully. At this point the go-around aircraft was about a half mile off the departure end; and a 190 heading (at 220 KTS) would have been a factor to the previous two departures at ROPPR Intersection south of the airport. My Assist coordinated a runway heading to 7;000 for the go-around which I successfully issued. 3 miles west of the airport; the go-around B737 reported a TCAS on the aircraft he was maintaining visual separation on. The go-around B737 was conducting an ILS approach is VFR conditions. I didn't expect an aircraft on an ILS to be too high for landing; but it happened; fairly routine go-around. What took a lot of my attention was the Airbus dragging his gear. Things compiled after that.

Data retrieved from NASA's ASRS site as of July 2013 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.