Narrative:

We were taking off from runway 7R which is 12;467 ft in length. The runway was dry and we had a favorable headwind of less than 10 KTS. Approximate gross weight of the aircraft was 169;000 pounds. It was my leg. When we were cleared for takeoff acceleration was normal and the 100 KTS call out was given. Shortly afterward we get a master caution. I asked what it was and the first officer replied 'it's a door light.' I decided to reject the takeoff at about 120 KTS as best as I can recall and brought the aircraft to a stop in the first half of the runway. QRH procedures were followed; the tower was notified and flight attendants and passengers were kept abreast of the unfolding situation. Crash fire rescue equipment made an aircraft inspection and advised no damage was discovered. We were cleared to a hard stand without further incident.my decision to reject was based on the following: I started the takeoff roll at the very end of a 12;467 ft runway. When the 'reject' command was given I had used about a quarter of the runway. This left more than sufficient stopping distance even with normal braking applications. The second reason I chose the reject was that at 120 KTS I had 37 KTS of acceleration before V1 of 157 KTS. The safety issue of staying on the ground with so much runway remaining seemed to outweigh the wisdom of taking an unpressurized aircraft airborne in a congested environment with the possibility of a return after burning down to landing weight should the aircraft not pressurize. Maintenance ultimately determined the cause of the light was the failure of catering personnel to properly latch the aft entry door handle.

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Original NASA ASRS Text

Title: The flight crew of an unspecified commercial fixed wing jet rejected their takeoff on a long runway due to the illumination of a door warning light; later determined to have been the result of ground personnel failing to properly latch an aft entry door.

Narrative: We were taking off from Runway 7R which is 12;467 FT in length. The runway was dry and we had a favorable headwind of less than 10 KTS. Approximate gross weight of the aircraft was 169;000 LBS. It was my leg. When we were cleared for takeoff acceleration was normal and the 100 KTS call out was given. Shortly afterward we get a Master Caution. I asked what it was and the First Officer replied 'it's a door light.' I decided to reject the takeoff at about 120 KTS as best as I can recall and brought the aircraft to a stop in the first half of the runway. QRH procedures were followed; the Tower was notified and flight attendants and passengers were kept abreast of the unfolding situation. CFR made an aircraft inspection and advised no damage was discovered. We were cleared to a hard stand without further incident.My decision to reject was based on the following: I started the takeoff roll at the very end of a 12;467 FT runway. When the 'reject' command was given I had used about a quarter of the runway. This left more than sufficient stopping distance even with normal braking applications. The second reason I chose the reject was that at 120 KTS I had 37 KTS of acceleration before V1 of 157 KTS. The safety issue of staying on the ground with so much runway remaining seemed to outweigh the wisdom of taking an unpressurized aircraft airborne in a congested environment with the possibility of a return after burning down to landing weight should the aircraft not pressurize. Maintenance ultimately determined the cause of the light was the failure of catering personnel to properly latch the aft entry door handle.

Data retrieved from NASA's ASRS site as of July 2013 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.