Narrative:

Our clearance from los angeles was a ventura departure; climb to 5;000 ft. As we received our takeoff clearance; tower informed us there was also traffic departing from the north side. We saw it for the first time at approx 1;000 AGL. It was slightly higher than us; off to the right and about 1 1/2 miles ahead.when we switched to departure control they told us about the traffic; to maintain visual clearance and to climb to and maintain 3;000 which we did. As we reached 3;000 we began to accelerate. The airbus was still only slightly above us and had not begun a turn. This began to concern me. Departure then told me I had 30 KTS of overtake and had to slow down which we did.the airbus was still only slightly above us to the right and had not begun his southbound turn. I was extremely concerned. Finally; the traffic begins to turn southbound and climb. I am still on runway heading and as he turns southbound; we are converging fast. Departure control then issues me instructions to maintain visual contact with the traffic and to climb and maintain 13;000. At that time the airbus was in my one o'clock position; maybe 2;000 above me and around a mile away. I refused to comply with this as I felt this instruction would have put me directly in his flight path. Departure control then issued a new clearance to climb to 4;000 which I don't think I even responded to as I was too busy trying to keep the traffic in sight. At that point; I believe another controller came on the frequency. With the airbus well off to our left and climbing we completed the rest of the departure normally.I believe no separation standards were violated and neither aircraft was ever in danger; however; I believe had I followed the instructions to climb to 13;000 with the airbus in that position both aircraft would have been on converging courses. I don't think there is anything I would have done differently. Tower informed me of traffic departing the north complex before I began my takeoff roll. That traffic is on the ground a few miles away from me. I can't see it; I don't know where it is or where it will be when I am airborne. There is no information for me to make a decision. Worse; at 1;000 AGL I now get assigned to maintain visual separation from an aircraft a few miles away from me. I thought the pilot had to concur to accept a visual clearance. Under these conditions; what choice did I have?it appeared to me the airbus was slow to accelerate and turn on the loop departure but I am not sure of that. What I am sure of is using visual separation standards to have aircraft on the north complex turn south and on the south complex turn north has the potential to put both aircraft on converging courses.

Google
 

Original NASA ASRS Text

Title: A northbound B757-200 cleared to takeoff from the south complex at LAX is advised of southbound traffic departing from the north complex. When airborne they are asked to maintain visual separation as they crossed each others' flight paths while transitioning enroute. The reporter expressed his concerns about this operation.

Narrative: Our clearance from Los Angeles was a Ventura Departure; climb to 5;000 FT. As we received our takeoff clearance; Tower informed us there was also traffic departing from the north side. We saw it for the first time at approx 1;000 AGL. It was slightly higher than us; off to the right and about 1 1/2 miles ahead.When we switched to Departure Control they told us about the traffic; to maintain visual clearance and to climb to and maintain 3;000 which we did. As we reached 3;000 we began to accelerate. The Airbus was still only slightly above us and had not begun a turn. This began to concern me. Departure then told me I had 30 KTS of overtake and had to slow down which we did.The Airbus was still only slightly above us to the right and had not begun his southbound turn. I was extremely concerned. Finally; the traffic begins to turn southbound and climb. I am still on runway heading and as he turns southbound; we are converging fast. Departure Control then issues me instructions to maintain visual contact with the traffic and to climb and maintain 13;000. At that time the Airbus was in my one o'clock position; maybe 2;000 above me and around a mile away. I refused to comply with this as I felt this instruction would have put me directly in his flight path. Departure Control then issued a new clearance to climb to 4;000 which I don't think I even responded to as I was too busy trying to keep the traffic in sight. At that point; I believe another Controller came on the frequency. With the Airbus well off to our left and climbing we completed the rest of the Departure normally.I believe no separation standards were violated and neither aircraft was ever in danger; however; I believe had I followed the instructions to climb to 13;000 with the Airbus in that position both aircraft would have been on converging courses. I don't think there is anything I would have done differently. Tower informed me of traffic departing the north complex before I began my takeoff roll. That traffic is on the ground a few miles away from me. I can't see it; I don't know where it is or where it will be when I am airborne. There is no information for me to make a decision. Worse; at 1;000 AGL I now get assigned to maintain visual separation from an aircraft a few miles away from me. I thought the pilot had to concur to accept a visual clearance. Under these conditions; what choice did I have?It appeared to me the Airbus was slow to accelerate and turn on the Loop Departure but I am not sure of that. What I am sure of is using visual separation standards to have aircraft on the north complex turn south and on the south complex turn north has the potential to put both aircraft on converging courses.

Data retrieved from NASA's ASRS site as of April 2012 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.