Narrative:

My aircraft was cleared for takeoff on center runway and a right turn to 090 degrees. We are configured for a bleeds off flaps 5 degree takeoff. As we are accelerating through 120 KTS, we see aircraft of reciprocal center runway. We are now past abort speed and select maximum power and rotate early. I climb out just above the stick shaker (on the HUD) and ease left. We fly above and to the left of the aircraft clearing the runway. I gain enough altitude for obstacle clearance and let the aircraft slice left, because our angle of attack is so high and I already have some left bank in due to clearing away from the intruding aircraft. As I regain flying airspeed, ZZZ tower radios not to worry about turning right but to continue left to 090 degrees. Remainder of flight was uneventful. During postflt walkaround we discover a small paint scrape (no skin damage) under the tail. Later information revealed similar call signs. We were air carrier abb, they were same air carrier cbb. We never heard air carrier cbb respond and neither did tower. I believe their call may have been blocked by our response. Callback conversation with reporter revealed the following information: crew was flying a B737-300 aircraft. The air carrier has equipped their aircraft with a HUD. The captain had previous military experience using huds so it was natural to utilize the HUD in the avoidance maneuver. The captain has briefed the company chief pilot and the FAA has initiated an investigation. The captain estimated they missed the other aircraft by about 200 ft. He received extensive training in operation of the HUD in the air carrier's simulator and credits it for being able to fly a precise maximum effort climb. The captain thinks the FAA should require all air carrier aircraft to be equipped with huds.

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Original NASA ASRS Text

Title: B737 CREW HAD ANOTHER B737 ACFT NOSE TO NOSE WITH THEM ON TKOF.

Narrative: MY ACFT WAS CLRED FOR TKOF ON CTR RWY AND A R TURN TO 090 DEGS. WE ARE CONFIGURED FOR A BLEEDS OFF FLAPS 5 DEG TKOF. AS WE ARE ACCELERATING THROUGH 120 KTS, WE SEE ACFT OF RECIPROCAL CTR RWY. WE ARE NOW PAST ABORT SPD AND SELECT MAX PWR AND ROTATE EARLY. I CLB OUT JUST ABOVE THE STICK SHAKER (ON THE HUD) AND EASE L. WE FLY ABOVE AND TO THE L OF THE ACFT CLRING THE RWY. I GAIN ENOUGH ALT FOR OBSTACLE CLRNC AND LET THE ACFT SLICE L, BECAUSE OUR ANGLE OF ATTACK IS SO HIGH AND I ALREADY HAVE SOME L BANK IN DUE TO CLRING AWAY FROM THE INTRUDING ACFT. AS I REGAIN FLYING AIRSPD, ZZZ TWR RADIOS NOT TO WORRY ABOUT TURNING R BUT TO CONTINUE L TO 090 DEGS. REMAINDER OF FLT WAS UNEVENTFUL. DURING POSTFLT WALKAROUND WE DISCOVER A SMALL PAINT SCRAPE (NO SKIN DAMAGE) UNDER THE TAIL. LATER INFO REVEALED SIMILAR CALL SIGNS. WE WERE ACR ABB, THEY WERE SAME ACR CBB. WE NEVER HEARD ACR CBB RESPOND AND NEITHER DID TWR. I BELIEVE THEIR CALL MAY HAVE BEEN BLOCKED BY OUR RESPONSE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: CREW WAS FLYING A B737-300 ACFT. THE ACR HAS EQUIPPED THEIR ACFT WITH A HUD. THE CAPT HAD PREVIOUS MIL EXPERIENCE USING HUDS SO IT WAS NATURAL TO UTILIZE THE HUD IN THE AVOIDANCE MANEUVER. THE CAPT HAS BRIEFED THE COMPANY CHIEF PLT AND THE FAA HAS INITIATED AN INVESTIGATION. THE CAPT ESTIMATED THEY MISSED THE OTHER ACFT BY ABOUT 200 FT. HE RECEIVED EXTENSIVE TRAINING IN OP OF THE HUD IN THE ACR'S SIMULATOR AND CREDITS IT FOR BEING ABLE TO FLY A PRECISE MAX EFFORT CLB. THE CAPT THINKS THE FAA SHOULD REQUIRE ALL ACR ACFT TO BE EQUIPPED WITH HUDS.

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.