CRJ700 flight crew executes a go around at slc due to aircraft on takeoff roll.

Attributes
ACN	697352
Time
Date	200605
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : slc.airport
State Reference	UT
Altitude	agl bound lower : 250 msl bound upper : 8000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : slc.tower
Operator	common carrier : air carrier
Make Model Name	Regional Jet 700 ER&LR
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach landing : go around
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tower : slc.tower
Operator	common carrier : air carrier
Make Model Name	Airbus Industrie Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	climbout : takeoff ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : multi engine
Experience	flight time last 90 days : 220 flight time total : 6100 flight time type : 2000
ASRS Report	697352
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : separated traffic controller : issued advisory flight crew : executed go around flight crew : took precautionary avoidance action
Supplementary
Problem Areas	Airport Flight Crew Human Performance ATC Human Performance
Primary Problem	ATC Human Performance

Narrative:

On visual approach to runway 16L at slc and 2 mi final; tower controller cleared airbus into position and hold. Airbus slowly taxied onto runway. We prepared for the go around. Airbus then cleared for immediate takeoff. Airbus accelerated and rotated when our aircraft was at 250 ft AGL. Airbus was wheels up when we were instructed by tower to go around. I banked left to parallel the runway on the east side of the field so as to see the airbus during climb out. Airbus cleared for a climbing right turn to 280 degrees or 245 degree heading; we were then cleared 'right turn heading 280 degrees; maintain visual with the airbus and remain south of him.' turning to heading 280 degrees; we lost sight of the airbus under our nose; but had him on TCAS to our south; climbing into us. We elected to keep him in sight by turning further right 5-10 degrees on the theory you won't hit what you can see. This also kept us from overflying an aircraft that was climbing into us and out-performing our crj. Once again instructed by tower to fly 280 degrees heading south of airbus. This was impossible without turning into the airbus that only the captain could see off our left side low. I regained visual with the airbus at 12 O'clock position; 300 ft lower and about 2500 ft (horizontally) off our nose. I was then comfortable turning to heading 250 degrees to get south of the airbus as controller was insistent on us being south of the airbus. Once south of airbus; returned to 280 degree heading and kicked over to departure. Vectored to an uneventful landing on runway 16R.

Original NASA ASRS Text

Title: CRJ700 FLT CREW EXECUTES A GAR AT SLC DUE TO ACFT ON TKOF ROLL.

Narrative: ON VISUAL APCH TO RWY 16L AT SLC AND 2 MI FINAL; TWR CTLR CLRED AIRBUS INTO POS AND HOLD. AIRBUS SLOWLY TAXIED ONTO RWY. WE PREPARED FOR THE GAR. AIRBUS THEN CLRED FOR IMMEDIATE TKOF. AIRBUS ACCELERATED AND ROTATED WHEN OUR ACFT WAS AT 250 FT AGL. AIRBUS WAS WHEELS UP WHEN WE WERE INSTRUCTED BY TWR TO GO AROUND. I BANKED L TO PARALLEL THE RWY ON THE E SIDE OF THE FIELD SO AS TO SEE THE AIRBUS DURING CLBOUT. AIRBUS CLRED FOR A CLBING R TURN TO 280 DEGS OR 245 DEG HDG; WE WERE THEN CLRED 'R TURN HDG 280 DEGS; MAINTAIN VISUAL WITH THE AIRBUS AND REMAIN S OF HIM.' TURNING TO HDG 280 DEGS; WE LOST SIGHT OF THE AIRBUS UNDER OUR NOSE; BUT HAD HIM ON TCAS TO OUR S; CLBING INTO US. WE ELECTED TO KEEP HIM IN SIGHT BY TURNING FURTHER R 5-10 DEGS ON THE THEORY YOU WON'T HIT WHAT YOU CAN SEE. THIS ALSO KEPT US FROM OVERFLYING AN ACFT THAT WAS CLBING INTO US AND OUT-PERFORMING OUR CRJ. ONCE AGAIN INSTRUCTED BY TWR TO FLY 280 DEGS HDG S OF AIRBUS. THIS WAS IMPOSSIBLE WITHOUT TURNING INTO THE AIRBUS THAT ONLY THE CAPT COULD SEE OFF OUR L SIDE LOW. I REGAINED VISUAL WITH THE AIRBUS AT 12 O'CLOCK POS; 300 FT LOWER AND ABOUT 2500 FT (HORIZLY) OFF OUR NOSE. I WAS THEN COMFORTABLE TURNING TO HDG 250 DEGS TO GET S OF THE AIRBUS AS CTLR WAS INSISTENT ON US BEING S OF THE AIRBUS. ONCE S OF AIRBUS; RETURNED TO 280 DEG HDG AND KICKED OVER TO DEP. VECTORED TO AN UNEVENTFUL LNDG ON RWY 16R.

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.