Narrative:

We were cleared into position and told to hold by tower on runway 15. We were advised of a 3 min delay for spacing by bur tower. After about 2 mins; tower cleared us for takeoff with no delay; traffic 4 mi final. We immediately advanced the thrust levers and started the takeoff roll. After 5-7 seconds; tower again advised us; 'no delay -- start the roll.' our speed on this second call was about 60 KTS. Past 100 KIAS but prior to V1; estimate 105-110 KTS; tower used the following verbiage (normal tone of voice; no urgency); 'company flight number; pause; unh; cancel takeoff clearance.' I initiated the reject at the same time the first officer called; 'abort.' reaction time estimated at 1-1.5 seconds. While we were in the middle of the reject we saw another carrier's airbus touching down on runway 8. We stopped adjacent to A4 as the airbus went past. We cleared the runway after accomplishing our procedures and waited out our brake cooling time. ATC should have sent the aircraft in the approach around instead of having the aircraft on the ground perform a risky high speed reject. Callback conversation with reporter revealed the following information: the reporter was so involved after the incident with talking to the passengers and coordinating with the company that he failed to get an explanation from the tower as to what caused the incident. Buildings to the right of runway 15 at bur make it impossible for the flight crew to clear the approach end of runway 8.

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Original NASA ASRS Text

Title: B737 FLT CREW IS CLEARED FOR TKOF ON RWY 15 BY BUR TOWER WHO THEN CANCELS TKOF CLEARANCE AT 105 KNOTS. ACFT STOPS ABEAM A4 AS LANDING A320 ROLLS THROUGH INTERSECTION ON RWY 8.

Narrative: WE WERE CLRED INTO POS AND TOLD TO HOLD BY TWR ON RWY 15. WE WERE ADVISED OF A 3 MIN DELAY FOR SPACING BY BUR TWR. AFTER ABOUT 2 MINS; TWR CLRED US FOR TKOF WITH NO DELAY; TFC 4 MI FINAL. WE IMMEDIATELY ADVANCED THE THRUST LEVERS AND STARTED THE TKOF ROLL. AFTER 5-7 SECONDS; TWR AGAIN ADVISED US; 'NO DELAY -- START THE ROLL.' OUR SPD ON THIS SECOND CALL WAS ABOUT 60 KTS. PAST 100 KIAS BUT PRIOR TO V1; ESTIMATE 105-110 KTS; TWR USED THE FOLLOWING VERBIAGE (NORMAL TONE OF VOICE; NO URGENCY); 'COMPANY FLT NUMBER; PAUSE; UNH; CANCEL TKOF CLRNC.' I INITIATED THE REJECT AT THE SAME TIME THE FO CALLED; 'ABORT.' REACTION TIME ESTIMATED AT 1-1.5 SECONDS. WHILE WE WERE IN THE MIDDLE OF THE REJECT WE SAW ANOTHER CARRIER'S AIRBUS TOUCHING DOWN ON RWY 8. WE STOPPED ADJACENT TO A4 AS THE AIRBUS WENT PAST. WE CLRED THE RWY AFTER ACCOMPLISHING OUR PROCS AND WAITED OUT OUR BRAKE COOLING TIME. ATC SHOULD HAVE SENT THE ACFT IN THE APCH AROUND INSTEAD OF HAVING THE ACFT ON THE GND PERFORM A RISKY HIGH SPD REJECT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE REPORTER WAS SO INVOLVED AFTER THE INCIDENT WITH TALKING TO THE PASSENGERS AND COORDINATING WITH THE COMPANY THAT HE FAILED TO GET AN EXPLANATION FROM THE TOWER AS TO WHAT CAUSED THE INCIDENT. BUILDINGS TO THE RIGHT OF RWY 15 AT BUR MAKE IT IMPOSSIBLE FOR THE FLT CREW TO CLEAR THE APPROACH END OF RWY 8.

Data retrieved from NASA's ASRS site as of January 2009 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.