Narrative:

At some point a little before or soon after we were cleared for takeoff runway 35 right I heard the tower controller also clear someone to land runway 31. Familiar with the airport and knowing the only way to land 31 is to cross directly over runway 35 right at a very low altitude I considered this to be a threat. How much of a threat I didn't know. I wasn't sure how far away the traffic was. As we advanced the thrust levers I looked at the TCAS and noticed an aircraft off to our right but couldn't identify which direction it was travelling. After making the 80 knots call I looked back at the TCAS and saw the traffic was much closer to us. The first officer then started pointing towards something I could not see. I leaned forward to look up above us and saw a lear jet about 100 to 200 feet above us at our 1 to 2 o'clock position and descending to land on runway 31. We were converging; the aircraft above us was descending to land and we were about to rotate to climb directly into him. I called abort and took the controls approximately 6000 feet down the runway leaving us 7500 feet to stop. We were between E5 and E4 when we initiated the abort. We were able to exit the runway at E3 leaving 3700 feet of runway remaining. As we exited I made a quick 'please remain seated' call over the PA while the first officer was talking to ATC. I then noticed that the brake temperature numbers were climbing fairly quickly from applying hard breaking at such a high speed. I decided it was best to call for emergency equipment to come to the aircraft as a precautionary measure. I would rather have them there and not need them; than to need them not have them there. The brake temperatures quickly rose to 8; but stopped there. When the temperatures started to decrease; I notified crash fire rescue equipment and they left. Referencing QRH; brake cooling; brake temp system operative; we needed to wait a minimum of 15 minutes and the brake temp indicators needed to be green. We waited until the indicators were green. As we waited ATC notified us that there was a ground stop to our destination. We taxied back to the gate and deplaned the passengers.

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Original NASA ASRS Text

Title: Air carrier flight crew reported conflicting traffic during their takeoff roll that was cleared to land by tower on cross runway. Flight crew executed a rejected takeoff.

Narrative: At some point a little before or soon after we were cleared for takeoff runway 35 right I heard the tower controller also clear someone to land runway 31. Familiar with the airport and knowing the only way to land 31 is to cross directly over runway 35 right at a very low altitude I considered this to be a threat. How much of a threat I didn't know. I wasn't sure how far away the traffic was. As we advanced the thrust levers I looked at the TCAS and noticed an aircraft off to our right but couldn't identify which direction it was travelling. After making the 80 knots call I looked back at the TCAS and saw the traffic was much closer to us. The first officer then started pointing towards something I could not see. I leaned forward to look up above us and saw a Lear jet about 100 to 200 feet above us at our 1 to 2 o'clock position and descending to land on runway 31. We were converging; the aircraft above us was descending to land and we were about to rotate to climb directly into him. I called abort and took the controls approximately 6000 feet down the runway leaving us 7500 feet to stop. We were between E5 and E4 when we initiated the abort. We were able to exit the runway at E3 leaving 3700 feet of runway remaining. As we exited I made a quick 'please remain seated' call over the PA while the first officer was talking to ATC. I then noticed that the brake temperature numbers were climbing fairly quickly from applying hard breaking at such a high speed. I decided it was best to call for emergency equipment to come to the aircraft as a precautionary measure. I would rather have them there and not need them; than to need them not have them there. The brake temperatures quickly rose to 8; but stopped there. When the temperatures started to decrease; I notified CFR and they left. Referencing QRH; Brake cooling; brake temp system operative; we needed to wait a minimum of 15 minutes and the brake temp indicators needed to be green. We waited until the indicators were green. As we waited ATC notified us that there was a ground stop to our destination. We taxied back to the gate and deplaned the passengers.

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.