Narrative:

On taxi out for takeoff with all takeoff checklist items complete and approaching the departure end of rwy 30R I noticed a B737 on short final for rwy 30L. As we turned toward the runway; tower cleared us for takeoff. As we started our takeoff roll I noticed [the B737] clearing runway 30L downfield at a very high speed but saw that he stopped short of our runway as I continued the takeoff roll. At approximately 100 knots B737 pilot self-disclosed to the tower that he was over the hold short line for runway 30R (our runway). The tower immediately told us to stop our takeoff; which I did. I can't remember the phraseology that the tower used but it was very clear to me that he wanted us to discontinue our takeoff.I closed the power levers; rejected takeoff engaged; the auto spoiler deployed; I deployed both reversers and we cleared the runway at taxiway H. Once clear of the runway I made a brief PA to inform the passengers why we stopped the takeoff and assured them that everything was ok.we received clearance to sit on taxiway Y between taxiways H and J. Our (pilots) discussion as to our next steps took us into [the flight manual] rejected takeoff. We called sjc ops and told them we might have to return to the gate and have maintenance look at the aircraft. They informed us that [the company] only has contract maintenance at sjc and that they would contact them.knowing that if we went back to the gate we would probably be delayed a couple of hours; I made the decision to contact dispatch and maintenance to see if we needed to go back to the gate. While in conference with dispatch and maintenance; we ended up in the brake cooling chart. When you enter the chart with the situational data the chart leads you to the lower left hand block that says 'no special procedures required'. With this completed; we determined that nothing else was required and I got confirmation from all parties that we were all comfortable with this determination and we departed sjc and landed in [destination] without any further incident.during the flight to [destination] while doing self evaluation and review the first officer and I found in the maneuvers section of the QRH (which I believe is mainly a 'training' not an 'operational' document) the rejected takeoff section. In that section it has a sub-paragraph titled maintenance inspection. It says; 'following any rejected takeoff above 80 knots; heavy weight reject; or if maximum braking was used; the tires; wheels; brakes; etc.; must be inspected by maintenance prior to any subsequent takeoff.' this singular statement is the reason why I am submitting this report.upon landing at [destination] I made an aircraft maintenance logbook entry with the pertinent data regarding the rejected takeoff and requested maintenance meet me at the aircraft. I waited at the aircraft until maintenance completed their inspection. The maintenance supervisor informed me that no maintenance discrepancies associated with this rejected takeoff were found.if it is the company's desire to have the aircraft inspected prior to the next takeoff after a high speed abort than there should be a reference in the QRH in the index titled 'rejected takeoff'. That index reference should lead us to the statement 'following any rejected takeoff above 80 knots; heavy weight reject; or if maximum braking was used; the tires; wheels; brakes; etc.; must be inspected by maintenance prior to any subsequent takeoff.'additionally; that statement should be put into [the flight manual] rejected takeoff. What is written there now is confusing and in my opinion open to interpretation.

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Original NASA ASRS Text

Title: B737 Next Generation flight crew reported the guidance in their manuals was unclear regarding required inspections following their rejected takeoff.

Narrative: On taxi out for takeoff with all takeoff checklist items complete and approaching the departure end of Rwy 30R I noticed a B737 on short final for Rwy 30L. As we turned toward the runway; tower cleared us for takeoff. As we started our takeoff roll I noticed [the B737] clearing runway 30L downfield at a very high speed but saw that he stopped short of our runway as I continued the takeoff roll. At approximately 100 knots B737 pilot self-disclosed to the tower that he was over the hold short line for runway 30R (our runway). The tower immediately told us to stop our takeoff; which I did. I can't remember the phraseology that the tower used but it was very clear to me that he wanted us to discontinue our takeoff.I closed the power levers; Rejected Takeoff engaged; the auto spoiler deployed; I deployed both reversers and we cleared the runway at taxiway H. Once clear of the runway I made a brief PA to inform the passengers why we stopped the takeoff and assured them that everything was OK.We received clearance to sit on taxiway Y between taxiways H and J. Our (pilots) discussion as to our next steps took us into [the flight manual] Rejected Takeoff. We called SJC Ops and told them we might have to return to the gate and have maintenance look at the aircraft. They informed us that [the company] only has contract maintenance at SJC and that they would contact them.Knowing that if we went back to the gate we would probably be delayed a couple of hours; I made the decision to contact dispatch and maintenance to see if we needed to go back to the gate. While in conference with Dispatch and maintenance; we ended up in the Brake Cooling Chart. When you enter the chart with the situational data the chart leads you to the lower left hand block that says 'No special procedures required'. With this completed; we determined that nothing else was required and I got confirmation from all parties that we were all comfortable with this determination and we departed SJC and landed in [destination] without any further incident.During the flight to [destination] while doing self evaluation and review the First Officer and I found in the Maneuvers Section of the QRH (which I believe is mainly a 'training' not an 'operational' document) the Rejected Takeoff section. In that section it has a sub-paragraph titled Maintenance Inspection. It says; 'Following any rejected takeoff above 80 knots; heavy weight reject; or if maximum braking was used; the tires; wheels; brakes; etc.; must be inspected by Maintenance prior to any subsequent takeoff.' This singular statement is the reason why I am submitting this report.Upon landing at [destination] I made an Aircraft Maintenance Logbook entry with the pertinent data regarding the rejected takeoff and requested maintenance meet me at the aircraft. I waited at the aircraft until maintenance completed their inspection. The maintenance supervisor informed me that no maintenance discrepancies associated with this rejected takeoff were found.If it is the company's desire to have the aircraft inspected prior to the next takeoff after a high speed abort than there should be a reference in the QRH in the index titled 'Rejected Takeoff'. That index reference should lead us to the statement 'Following any rejected takeoff above 80 knots; heavy weight reject; or if maximum braking was used; the tires; wheels; brakes; etc.; must be inspected by Maintenance prior to any subsequent takeoff.'Additionally; that statement should be put into [the flight manual] Rejected Takeoff. What is written there now is confusing and in my opinion open to interpretation.

Data retrieved from NASA's ASRS site 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.