Narrative:

Preflight normal. Pushed off the gate on time. Taxi out normal. Accomplished flight attendant (flight attendant) notification; throttle burst; and before takeoff check. Cleared for takeoff.... Gave throttles to the first officer (first officer) for his takeoff; lined us up on the roll and handed over aircraft control. He pushed up the throttles; I set the final N1s. First officer made the comment that the yoke felt different (I had flown the first leg with no control issues; the winds had been blowing on arrival so I just took note of the comment). At approximately 110 knots we started to hear a weak takeoff warning horn. It took a couple of seconds to figure out what it was due to the lack of volume. At this point I elected to abort at approximately 115 knots. The autobrakes immediately kicked in. I started to brake but backed off and let the autobrakes bring us to a stop. The reject was carried out with minimum thrust reversers. The first officer alerted tower and I told the fas and passengers to remain seated. The first officer stated that he saw the scoreboard showing cw pitch and steering and the 'ap a' light was noticed during the reject. I immediately tried to clear the runway because another carrier was landing behind us; and after being sent around they told tower they did not have the gas for a go-around. I pushed up the power but we didn't move. We tried many options but in the end it was because the brakes had locked. We were offered and took fire support due to high brake energy. They measured the temperature at 250.... B flight attendant said that he tweaked his back due to the shoulder strap and would be calling scheduling to be replaced.the volume of the takeoff warning horn needs to be louder and the outboard armrests need to be lockable in the up position. During the abort I lost my headset and got yanked because the armrest came down and took out the headset. Tough to hear tower and talk to everyone in the heat of the battle.

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Original NASA ASRS Text

Title: B737 flight crew rejected takeoff at approximately 110 knots due to Takeoff Configuration Warning Horn. Volume of the Warning Horn was noted as weak.

Narrative: Preflight normal. Pushed off the gate on time. Taxi out normal. Accomplished Flight Attendant (FA) notification; throttle burst; and Before Takeoff Check. Cleared for takeoff.... Gave throttles to the First Officer (FO) for his takeoff; lined us up on the roll and handed over aircraft control. He pushed up the throttles; I set the final N1s. FO made the comment that the yoke felt different (I had flown the first leg with no control issues; the winds had been blowing on arrival so I just took note of the comment). At approximately 110 knots we started to hear a weak Takeoff Warning horn. It took a couple of seconds to figure out what it was due to the lack of volume. At this point I elected to abort at approximately 115 knots. The autobrakes immediately kicked in. I started to brake but backed off and let the autobrakes bring us to a stop. The reject was carried out with minimum thrust reversers. The FO alerted Tower and I told the FAs and Passengers to remain seated. The FO stated that he saw the scoreboard showing CW Pitch and Steering and the 'AP A' light was noticed during the reject. I immediately tried to clear the runway because another carrier was landing behind us; and after being sent around they told Tower they did not have the gas for a go-around. I pushed up the power but we didn't move. We tried many options but in the end it was because the brakes had locked. We were offered and took fire support due to high brake energy. They measured the temperature at 250.... B FA said that he tweaked his back due to the shoulder strap and would be calling scheduling to be replaced.The volume of the Takeoff Warning horn needs to be louder and the outboard armrests need to be lockable in the up position. During the abort I lost my headset and got yanked because the armrest came down and took out the headset. Tough to hear Tower and talk to everyone in the heat of the battle.

Data retrieved from NASA's ASRS site 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.