Narrative:

Air carrier X cleared for takeoff as we entered runway 1R, but due to the displaced takeoff power point and our 180000 gross weight, some time passed before we were able to begin accelerating for takeoff. As we approached 100 KTS, the tower told us to abort our takeoff after which a number of communications were made, most of which were in conflict with others in progress making it difficult for me to acknowledge the abort instruction. The abort was made with reverse thrust, speed brakes and due to the significant runway remaining only light braking was used. Air carrier Y landing on runway 28L was told to go around as we approached the 28's. Perhaps the tower expected that we would hold short of the 28's, but that instruction was not received. Perhaps the tower had also expected that we would be accelerating faster after we received takeoff clearance, but the displaced takeoff power point requires taxi thrust to that point. In retrospect, it seems that if there is landing traffic that may be critical then no takeoff should be planned until the takeoff aircraft is at the takeoff power point. Supplemental information from acn 225671: air carrier X rolling towards the takeoff spot, were cleared for takeoff and at approximately 100 KIAS and accelerating when tower told us to abort the takeoff due to traffic conflict. The landing jet was told to go around. The captain rejected the takeoff at about 105 KIAS. Used maximum reverse and speed brakes and min brakes to get us to stop. We were very heavy. We crossed runway 28L but did not exceed any brake temperatures or other limits. The crew performed all procedures by company SOP. We returned to the gate for fuel and a mechanical check of the brakes. I feel the maneuver was safe but the distance between the conflicting air carrier Y was decreased by this maneuver.

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Original NASA ASRS Text

Title: MULTIPLE RWY OP INTERSECTING RWYS. ACR X NON ADHERENCE TO ATC CLRNC CLRED FOR IMMEDIATE TKOF) CANCELED ACR X TKOF CLRNC.

Narrative: ACR X CLRED FOR TKOF AS WE ENTERED RWY 1R, BUT DUE TO THE DISPLACED TKOF PWR POINT AND OUR 180000 GROSS WT, SOME TIME PASSED BEFORE WE WERE ABLE TO BEGIN ACCELERATING FOR TKOF. AS WE APCHED 100 KTS, THE TWR TOLD US TO ABORT OUR TKOF AFTER WHICH A NUMBER OF COMS WERE MADE, MOST OF WHICH WERE IN CONFLICT WITH OTHERS IN PROGRESS MAKING IT DIFFICULT FOR ME TO ACKNOWLEDGE THE ABORT INSTRUCTION. THE ABORT WAS MADE WITH REVERSE THRUST, SPD BRAKES AND DUE TO THE SIGNIFICANT RWY REMAINING ONLY LIGHT BRAKING WAS USED. ACR Y LNDG ON RWY 28L WAS TOLD TO GAR AS WE APCHED THE 28'S. PERHAPS THE TWR EXPECTED THAT WE WOULD HOLD SHORT OF THE 28'S, BUT THAT INSTRUCTION WAS NOT RECEIVED. PERHAPS THE TWR HAD ALSO EXPECTED THAT WE WOULD BE ACCELERATING FASTER AFTER WE RECEIVED TKOF CLRNC, BUT THE DISPLACED TKOF PWR POINT REQUIRES TAXI THRUST TO THAT POINT. IN RETROSPECT, IT SEEMS THAT IF THERE IS LNDG TFC THAT MAY BE CRITICAL THEN NO TKOF SHOULD BE PLANNED UNTIL THE TKOF ACFT IS AT THE TKOF PWR POINT. SUPPLEMENTAL INFO FROM ACN 225671: ACR X ROLLING TOWARDS THE TKOF SPOT, WERE CLRED FOR TKOF AND AT APPROX 100 KIAS AND ACCELERATING WHEN TWR TOLD US TO ABORT THE TKOF DUE TO TFC CONFLICT. THE LNDG JET WAS TOLD TO GAR. THE CAPT REJECTED THE TKOF AT ABOUT 105 KIAS. USED MAX REVERSE AND SPD BRAKES AND MIN BRAKES TO GET US TO STOP. WE WERE VERY HVY. WE CROSSED RWY 28L BUT DID NOT EXCEED ANY BRAKE TEMPS OR OTHER LIMITS. THE CREW PERFORMED ALL PROCS BY COMPANY SOP. WE RETURNED TO THE GATE FOR FUEL AND A MECHANICAL CHK OF THE BRAKES. I FEEL THE MANEUVER WAS SAFE BUT THE DISTANCE BTWN THE CONFLICTING ACR Y WAS DECREASED BY THIS MANEUVER.

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.