Date: 201509
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: A318
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While under positive control of Las Vegas Departure Control; received a TCAS RA while flying the SHEAD NINE RNAV Departure after departing LAS from runway 19L. The other aircraft involved had just departed LAS runway 19R.My aircraft received a 'Line-Up Wait' clearance for runway 19L and was required to report an A318 on a 'Line-Up Wait' clearance for the parallel runway (19R) in sight. [The other aircraft] was cleared for takeoff from 19R. Approximately [two minutes later; we were] cleared for takeoff from 19L where I was the PF. Upon checking in with Las Vegas Departure; we heard Departure instruct [the other aircraft] to fly heading 190deg and climb to FL190. We checked in and were instructed to 'Climb Via' the SHEAD NINE. As we approached our first waypoint; FIXIX; it appeared as though my aircraft was faster than and out climbing the A318. At FIXIX we would be required to turn RIGHT from our current heading of 190deg to a course of 227deg. It appeared as though the turn would lead to a loss of separation between my aircraft and [the other aircraft]. We were at about 4;500 ft and I was hand-flying; following the Flight Director guidance for Thrust Climb/Climb/Navigation in a clean configuration. I was not comfortable with the approaching turn and instructed the PM to inform Departure that we would not be able to comply with the departure due to the traffic off our right. Departure asked if we had [the other aircraft] in sight and we reported in the affirmative. [The other aircraft] was about our 1 o'clock at approximately 2-3 miles and indicated 200ft above us on TCAS. Departure commanded direct to ROPPR intersection. I promptly banked my aircraft to the right towards ROPPR with the assumption that a turn prior to FIXIX would provide adequate separation from [the other aircraft]. The PM set the MCDU direct to ROPPR. I utilized a bank angle in excess of 30deg (approximately 35deg) to gain as much separation from [the other aircraft] as possible. As we rolled out of the turn; [the other aircraft] was approximately 11 o'clock at 2.5 miles and TCAS indicated level.I was prepared for the TCAS TA as we began to cross behind [the other aircraft]. The TCAS showed [the other aircraft] to be greater than 2 miles and 200 ft below our relative altitude. We were climbing though 5;500 ft with an altitude restriction of 7;000 ft at ROPPR when TCAS issued a RA for 'Monitor Vertical Speed' indicating a continued climb of approximately 1;200 fpm. Since the Flight Director was already indicating Climb and we were already climbing at approx 1;500 fpm; it was unnecessary to disconnect the Flight Director. I notified ATC that we were responding to the RA. We received the 'Clear of Conflict' a few hundred feet prior to the 7;000 ft restriction at ROPPR. I smoothly lowered the nose of aircraft peaking at 7;200 ft and descended down to cross ROPPR at 7;000 ft.Once clear and reestablished on the SHEAD NINE; I notified Las Vegas Departure that I wished to have them submit a 'Near Mid-Air Collision Report'. The First Officer and I remarked that it seemed odd that we were faster than the A318 and were out climbing [the other aircraft] as well. I was hand flying but following the Flight Director commands for SRS and Climb in sequence. The expectation was that the similar aircraft would have similar performance. It seemed as though the performance of the A318 was lesser than that of our A319 by a significant margin.  We felt that Departure did not manage [the other aircraft] very well. [The other aircraft] was taken off the RNAV departure and issued a vector of 190deg. Had Departure kept [the other aircraft on the] RNAV departure; we would have had in-trail spacing and divergent courses after ROPPR. A short time later; after switching to Los Angeles Center; Center requested that I provide MY phone number so that Las Vegas Departure 'could explain what had happened'. I provided my phone number but have not yet heard from them at this time.




Synopsis: A319 Captain reported receiving an RA in climb from an A318 that had departed before them from a parallel runway at LAS.