Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial
Time Pressure; Distraction; Fatigue; Situational Awareness
ATC Issue All Types; Conflict Ground Conflict; Critical
Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Procedure; Human Factors
We were taxiing out on taxiway B for departure on 27. We noticed an aircraft too high to land on 27 and heard them accept a landing on 36 from Tower. We heard them cleared to land on 36 from Tower. Tower asked us if we were ready for an immediate takeoff on 27; we said yes. Tower issued our takeoff clearance with some words to the effect of 'no delay; traffic on 2 mile final.' I took the runway and did not delay the takeoff. I lined up on the runway heading and kept the plane rolling and gave controls to the FO (First Officer) who was the flying pilot. He immediately added power and we took off. Meanwhile; the aircraft landing 36 was going to be in conflict with us; as our runway crosses theirs. Tower had the other aircraft go-around to avoid us. The other aircraft came within close proximity of us (we were both airborne; maybe 200 feet AGL); in my estimation 2000 feet horizontally; same altitude. We were barely airborne and didn't have the ability to maneuver. The other aircraft maneuvered to their right to miss us. The FO and I debriefed and also debriefed the flight attendants in case any passengers saw this.Tower issued our takeoff clearance and landing clearance to a crossing runway without adequate spacing. As far as the crew goes; we had disrupted sleep the night before but we were rested and I don't consider it a contributing factor. We delayed the departure of this flight so that we could get our rest.Although it was a Tower error; I will comment how we as crewmembers can avoid this situation. When I heard the tower issue our takeoff clearance and to expedite; I could have evaluated the situation better; perhaps refused the takeoff clearance. I thought we did as well as we could to expedite the takeoff. As we were rolling for takeoff; I saw the other aircraft on short final and decided that aborting our takeoff at that point would be more unsafe than continuing as we would have been crossing his runway as he was landing. It's a difficult decision to make when the Tower asks you to expedite a takeoff because you want to help them out as well as not delay yourself; and you assume they have adequate distance built in to ensure this happens safely. I personally will not accept these any more after this incident without thoroughly understanding the situation.
The event that occurred was a loss of separation by ATC of two company aircraft; one that was landing; and our aircraft that was departing. The aircraft were operating on intersecting runways. While eastbound on taxiway Bravo; I heard Tower notify an arriving company aircraft that they could have runway 18; or 36 for landing. Arriving aircraft accepted runway 36; and was then given instructions. As we approached the end of taxiway Bravo; short of 27L Tower contacted us and said if we were ready; we could have an immediate departure on 27L. I quickly spoke to the Captain asking if he was OK with the immediate clearance; and he agreed that we were ready to go. I proceeded to tell Tower we were ready. Tower queried back asking to repeat what I said; I again told Tower we were ready for an immediate departure on 27L. Tower cleared us for immediate takeoff on 27L; and notified us that company traffic was landing runway 36 and on a 2 mile final. The Captain gave me the controls while on the roll and I advanced to takeoff power. While on the roll I did take note of the arriving aircraft on short final for 36. The moments leading up to the loss of separation appeared to happen very quickly. I recall the Captain calling V1 very near the same time Tower issued an immediate 'Go Around' command to the aircraft landing on 36. At this point I believe we were nearing the runway intersections while rotating/lifting off. I recall momentarily glancing to the left to see where the arriving aircraft was in relation to us. I noted it was in a nose up position at or near our current altitude; and approaching the runway intersection as well. I retained control of the aircraft during the entirety of the event; and tried to maintain company profile for a normal takeoff. Due to the proximity of the arrival aircraft; the rate at which it was approaching our position at the runway intersection; and their own go-around maneuver; I believe I initially under-rotated the aircraft when lifting off the runway; believing that we would end up in their flight path if I over-rotated; and then returned to a normal company profile. Normal procedures were followed after the event (gear up/flaps/auto pilot) and just prior to contacting Departure Control; the Captain requested a phone number from the Tower Controller.The root cause seemed to be ATC error/loss of separation. Contributing factors were failure to maintain adequate situational awareness of intersecting runway traffic; a feeling of needing to rush because of a 2+hr flight delay with a tight connection on the other side; and possible fatigue. The previous night the Captain and I were both awakened by hotel fire alarms and had our sleep interrupted. We were given additional rest by the company; however having not gotten a solid night's sleep may have contributed to the decision making that day. Suggestions for avoiding a recurrence would be to maintain proper situational awareness; and think twice about accepting a rushed 'immediate departure' clearance. ATC had cleared an arriving aircraft to land on an intersecting runway while simultaneously clearing us for takeoff. Even though ATC informed us and was aware of the arriving aircraft; taking an extra moment to clarify and confirm that the area was safe for departure could have helped prevent this situation.
A CRJ taking off on one runway had a potential near-miss/conflict with a CRJ landing on an intersecting runway. The landing aircraft was instructed by the Tower to go-around.