Narrative:

I was the captain on air carrier widebody transport flight from mia to sdq on 3/thu/91. We departed the gate in mia in XA39Z to wait in line for takeoffs which were suspended due to a heavy rainstorm. This line of ground traffic quickly created a gridlock situation and consequent confusion on ground control. After the rain subsided, takeoffs resumed on runway 27L, while lndgs continued on runway 30. We reached #1 position at approximately XC00Z and were cleared for takeoff. I taxied onto the runway and gave control of the aircraft to the first officer who commenced a rolling takeoff by advancing power. At approximately 20-30 KTS ground speed and during my flight mode annunciator called out, 'thrust, srs, heading,' indicating autothrottle engagement. We heard a radio call: 'hold in place.' the first officer called, 'you were blocked--repeat.' our flight was instructed to hold in place on the next tower transmission. Since we were already in motion, the first officer retarded the throttles and I took control and applied brakes. Because we had already moved some distance when the clearance to takeoff was cancelled, we coasted into the intersection of runways 28L and 30 as we decelerated. At this point we were instructed to accelerate through the intersection, and we realized the possibility of conflict with landing traffic on runway 30. Unfortunately, the engines were now at idle, requiring some spool-up time to restore thrust. The reacceleration through the intersection did not take place to our, or I am sure, the tower's satisfaction. No go around resulted from this incident and we do not know the proximity of landing traffic to us, since it was behind our back throughout. On later discussion with a tower supervisor, it was learned that our takeoff clearance was cancelled because of concern over the affect of our wake turbulence on landing traffic. This is a valid concern, but the timing of the change was unfortunate and the verbiage of the tower's transmission implied that they did not perceive our initial roll from their 2 mi distant location. The 'stepped-on' flight indent further delayed our response to the tower's instructions. The fact that 27R was closed for repairs appears to have forced the airport into this jeopardizing runway confign. I cannot imagine choosing this confign if an alternative were available.

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Original NASA ASRS Text

Title: ACR ON TKOF ROLL WAS TOLD TO HOLD IN POSITION, ABORTED TKOF AND ROLLED THROUGH INTERSECTION OF ARR RWY.

Narrative: I WAS THE CAPT ON ACR WDB FLT FROM MIA TO SDQ ON 3/THU/91. WE DEPARTED THE GATE IN MIA IN XA39Z TO WAIT IN LINE FOR TKOFS WHICH WERE SUSPENDED DUE TO A HEAVY RAINSTORM. THIS LINE OF GND TFC QUICKLY CREATED A GRIDLOCK SITUATION AND CONSEQUENT CONFUSION ON GND CTL. AFTER THE RAIN SUBSIDED, TKOFS RESUMED ON RWY 27L, WHILE LNDGS CONTINUED ON RWY 30. WE REACHED #1 POS AT APPROX XC00Z AND WERE CLRED FOR TKOF. I TAXIED ONTO THE RWY AND GAVE CTL OF THE ACFT TO THE F/O WHO COMMENCED A ROLLING TKOF BY ADVANCING PWR. AT APPROX 20-30 KTS GND SPD AND DURING MY FLT MODE ANNUNCIATOR CALLED OUT, 'THRUST, SRS, HDG,' INDICATING AUTOTHROTTLE ENGAGEMENT. WE HEARD A RADIO CALL: 'HOLD IN PLACE.' THE F/O CALLED, 'YOU WERE BLOCKED--REPEAT.' OUR FLT WAS INSTRUCTED TO HOLD IN PLACE ON THE NEXT TWR XMISSION. SINCE WE WERE ALREADY IN MOTION, THE F/O RETARDED THE THROTTLES AND I TOOK CTL AND APPLIED BRAKES. BECAUSE WE HAD ALREADY MOVED SOME DISTANCE WHEN THE CLRNC TO TKOF WAS CANCELLED, WE COASTED INTO THE INTXN OF RWYS 28L AND 30 AS WE DECELERATED. AT THIS POINT WE WERE INSTRUCTED TO ACCELERATE THROUGH THE INTXN, AND WE REALIZED THE POSSIBILITY OF CONFLICT WITH LNDG TFC ON RWY 30. UNFORTUNATELY, THE ENGS WERE NOW AT IDLE, REQUIRING SOME SPOOL-UP TIME TO RESTORE THRUST. THE REACCELERATION THROUGH THE INTXN DID NOT TAKE PLACE TO OUR, OR I AM SURE, THE TWR'S SATISFACTION. NO GAR RESULTED FROM THIS INCIDENT AND WE DO NOT KNOW THE PROX OF LNDG TFC TO US, SINCE IT WAS BEHIND OUR BACK THROUGHOUT. ON LATER DISCUSSION WITH A TWR SUPVR, IT WAS LEARNED THAT OUR TKOF CLRNC WAS CANCELLED BECAUSE OF CONCERN OVER THE AFFECT OF OUR WAKE TURB ON LNDG TFC. THIS IS A VALID CONCERN, BUT THE TIMING OF THE CHANGE WAS UNFORTUNATE AND THE VERBIAGE OF THE TWR'S XMISSION IMPLIED THAT THEY DID NOT PERCEIVE OUR INITIAL ROLL FROM THEIR 2 MI DISTANT LOCATION. THE 'STEPPED-ON' FLT INDENT FURTHER DELAYED OUR RESPONSE TO THE TWR'S INSTRUCTIONS. THE FACT THAT 27R WAS CLOSED FOR REPAIRS APPEARS TO HAVE FORCED THE ARPT INTO THIS JEOPARDIZING RWY CONFIGN. I CANNOT IMAGINE CHOOSING THIS CONFIGN IF AN ALTERNATIVE WERE AVAILABLE.

Data retrieved from NASA's ASRS site as of July 2007 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.