Narrative:

Aborted takeoff. Departing ccs held short for 3 arriving aircraft. After third aircraft landed, were given position, hold while waiting for aircraft to clear runway. We noticed commuter aircraft on angling approach to final and I mentioned it was going to be 'tight' and wondered aloud if he would be cleared to land on taxiway F as the airport page states 'local airlines occasionally use it as a runway.' however, since controller was speaking to that aircraft in spanish we did not know controller's intentions. We were subsequently cleared for an 'immediate' takeoff and after readback of clearance and completion of takeoff checklist, takeoff was initiated. During xfer of throttles to captain (it was my, first officer's, takeoff). We first heard a command in spanish from the tower controller, followed by a command for us to 'abort takeoff' which coincided almost exactly with the 80 KT call by the captain. The captain then initiated the uneventful abort at 90 KTS. After the aircraft was stopped, the tower informed us the abort as required due to a 'traffic conflict' and we noticed the commuter aircraft flying straight down the runway at 300-400 ft. We did not question the tower controller why an immediate turn was not issued to the commuter (a north turn over the water would have been simple) vice issuing us an abort command, but this is certainly a question that needs to be answered. After clearing the runway and checking the brake cooling chart, we asked for clearance to the ramp for the required cooling period. After completing required brake cooling time, had maintenance conduct inspection in accordance with manual requirement for 'high speed abort.' after successful inspection, captain requested and received re-release with fuel on board and completed flight uneventfully.

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Original NASA ASRS Text

Title: B757-200 CREW WAS ISSUED A HIGH SPD ABORTED TKOF AT SVMI.

Narrative: ABORTED TKOF. DEPARTING CCS HELD SHORT FOR 3 ARRIVING ACFT. AFTER THIRD ACFT LANDED, WERE GIVEN POS, HOLD WHILE WAITING FOR ACFT TO CLR RWY. WE NOTICED COMMUTER ACFT ON ANGLING APCH TO FINAL AND I MENTIONED IT WAS GOING TO BE 'TIGHT' AND WONDERED ALOUD IF HE WOULD BE CLRED TO LAND ON TXWY F AS THE ARPT PAGE STATES 'LCL AIRLINES OCCASIONALLY USE IT AS A RWY.' HOWEVER, SINCE CTLR WAS SPEAKING TO THAT ACFT IN SPANISH WE DID NOT KNOW CTLR'S INTENTIONS. WE WERE SUBSEQUENTLY CLRED FOR AN 'IMMEDIATE' TKOF AND AFTER READBACK OF CLRNC AND COMPLETION OF TKOF CHKLIST, TKOF WAS INITIATED. DURING XFER OF THROTTLES TO CAPT (IT WAS MY, FO'S, TKOF). WE FIRST HEARD A COMMAND IN SPANISH FROM THE TWR CTLR, FOLLOWED BY A COMMAND FOR US TO 'ABORT TKOF' WHICH COINCIDED ALMOST EXACTLY WITH THE 80 KT CALL BY THE CAPT. THE CAPT THEN INITIATED THE UNEVENTFUL ABORT AT 90 KTS. AFTER THE ACFT WAS STOPPED, THE TWR INFORMED US THE ABORT AS REQUIRED DUE TO A 'TFC CONFLICT' AND WE NOTICED THE COMMUTER ACFT FLYING STRAIGHT DOWN THE RWY AT 300-400 FT. WE DID NOT QUESTION THE TWR CTLR WHY AN IMMEDIATE TURN WAS NOT ISSUED TO THE COMMUTER (A N TURN OVER THE WATER WOULD HAVE BEEN SIMPLE) VICE ISSUING US AN ABORT COMMAND, BUT THIS IS CERTAINLY A QUESTION THAT NEEDS TO BE ANSWERED. AFTER CLRING THE RWY AND CHKING THE BRAKE COOLING CHART, WE ASKED FOR CLRNC TO THE RAMP FOR THE REQUIRED COOLING PERIOD. AFTER COMPLETING REQUIRED BRAKE COOLING TIME, HAD MAINT CONDUCT INSPECTION IN ACCORDANCE WITH MANUAL REQUIREMENT FOR 'HIGH SPD ABORT.' AFTER SUCCESSFUL INSPECTION, CAPT REQUESTED AND RECEIVED RE-RELEASE WITH FUEL ON BOARD AND COMPLETED FLT UNEVENTFULLY.

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.