FLT CREW OF B737-300 ON SHEAD RNAV DEP FROM LAS FAILS TO MEET 11000 FT XING RESTR AT MDDOG.

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ON THE SHEAD DEP OUT OF LAS; WE WERE LEVEL AT 9000 FT AT MDDOG; PER THE DEP. WE WERE NEXT GIVEN A CLB TO FL190 AND BEGAN TO CLB. SOMEHOW WE MISSED THE XING RESTR AT TARRK (AT 11000 FT) AND WE BELIEVE WE MAY HAVE PASSED THE WAYPOINT AT A HIGHER ALT THAN CHARTED. NEXT XING RESTR WAS SHEAD AT OR ABOVE 14000 FT AND THE CLB PAGE SET FOR CLB PWR; TEMPORARILY TARRK WAYPOINT WAS OVERLOOKED IN THE CLB. UPON REFLECTING ON THE PROC AND TO PREVENT THE SAME THING FROM HAPPENING; WHEN GIVEN A CLB CLRNC; I WILL READ BACK THE ALT AND 'CLB RESTR' TO MENTALLY MAKE A NOTE OF ANY LOWER XING ALT RESTRS. ALSO; I THINK THAT WITH PREVIOUS OPS IN LAS; I HAVE MENTALLY ACCUSTOMED MYSELF TO THE UNRESTR CLBS THAT WERE FREQUENTLY GIVEN. WE WERE USING SINGLE FMS OPS AT THE TIME IN A -300 WHICH I REALIZE TAKES A LOT MORE XCHKING THAN IN A -700 WITH DUAL FMS AND THE GLASS PICTURE. THE DEP WAS REVIEWED BY BOTH OF US ON PREFLT BRIEF; BUT BTWN THE TURB DISTR AND ASSUMPTION OF A HIGHER ALT; A XING RESTR WAS MISSED. I THINK THAT BY CHANGING MY READBACK PHRASEOLOGY; I CAN PREVENT THIS FROM HAPPENING AGAIN. SUPPLEMENTAL INFO FROM ACN 614305: I DON'T KNOW IF WE BUSTED 'TARRK AT 11000 FT;' WHICH WAS THE RESTRICTION. THE REASON WE DON'T KNOW THIS IS BECAUSE THE FMC WAS ON THE CLB PAGE. I REALLY THINK THAT DOING THE RNAV DEP AND ARRIVALS WITH ONE FMC IS LIKE DRIVING YOUR CAR IN THE RAIN WITHOUT WINDSHIELD WIPERS (AT LEAST IN THE B737-300/500).