Narrative:

We were cleared to takeoff on runway 1R at sfo. We were very heavy (180000 pounds) and had a crosswind of 280 degrees at 14 KTS. Min power is required to be used until at the 'takeoff power point' which is 600 ft down the runway due to the close proximity of cars on the freeway behind the 'end' of the runway 14. The result was it took us an extremely long period of time to get to the 'takeoff power point.' also due to the crosswind our procedures call for delaying full power on #2 engine until we are rolling forward. This further delayed an accelerated takeoff. The tower instructed us to about the takeoff which we did at 105 KTS. Our rollout carried us through the approach end of runway 28L before we could stop, and an aircraft on short final was given a go around. I did not feel a collision was imminent, but the call for us to abort the takeoff did narrow the distance between me and the landing aircraft. Under normal circumstances with a much lighter aircraft and no crosswind I believe there would have been no problem. In hindsight it appears that we should have been allowed to continue the takeoff, and the landing aircraft sent around. The other scenario would have me receiving the abort call much earlier in the takeoff where I could have held short of the landing runway and not cause a go around. Later I learned that controller training was in progress. I believe our 'heavy' gross weight and inability to expeditiously taxi onto the runway and takeoff caught the trainee unaware and destroyed his timing.

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Original NASA ASRS Text

Title: 2 ACFT, 1 TKOF AND 1 LNDG ON INTERSECTING RWYS HAVE TO ABORT TKOF AND GAR.

Narrative: WE WERE CLRED TO TKOF ON RWY 1R AT SFO. WE WERE VERY HVY (180000 POUNDS) AND HAD A XWIND OF 280 DEGS AT 14 KTS. MIN PWR IS REQUIRED TO BE USED UNTIL AT THE 'TKOF PWR POINT' WHICH IS 600 FT DOWN THE RWY DUE TO THE CLOSE PROX OF CARS ON THE FREEWAY BEHIND THE 'END' OF THE RWY 14. THE RESULT WAS IT TOOK US AN EXTREMELY LONG PERIOD OF TIME TO GET TO THE 'TKOF PWR POINT.' ALSO DUE TO THE XWIND OUR PROCS CALL FOR DELAYING FULL PWR ON #2 ENG UNTIL WE ARE ROLLING FORWARD. THIS FURTHER DELAYED AN ACCELERATED TKOF. THE TWR INSTRUCTED US TO ABOUT THE TKOF WHICH WE DID AT 105 KTS. OUR ROLLOUT CARRIED US THROUGH THE APCH END OF RWY 28L BEFORE WE COULD STOP, AND AN ACFT ON SHORT FINAL WAS GIVEN A GAR. I DID NOT FEEL A COLLISION WAS IMMINENT, BUT THE CALL FOR US TO ABORT THE TKOF DID NARROW THE DISTANCE BTWN ME AND THE LNDG ACFT. UNDER NORMAL CIRCUMSTANCES WITH A MUCH LIGHTER ACFT AND NO XWIND I BELIEVE THERE WOULD HAVE BEEN NO PROBLEM. IN HINDSIGHT IT APPEARS THAT WE SHOULD HAVE BEEN ALLOWED TO CONTINUE THE TKOF, AND THE LNDG ACFT SENT AROUND. THE OTHER SCENARIO WOULD HAVE ME RECEIVING THE ABORT CALL MUCH EARLIER IN THE TKOF WHERE I COULD HAVE HELD SHORT OF THE LNDG RWY AND NOT CAUSE A GAR. LATER I LEARNED THAT CTLR TRAINING WAS IN PROGRESS. I BELIEVE OUR 'HVY' GROSS WT AND INABILITY TO EXPEDITIOUSLY TAXI ONTO THE RWY AND TKOF CAUGHT THE TRAINEE UNAWARE AND DESTROYED HIS TIMING.

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.