Narrative:

We were departing on the last of 4 legs of [our trip]. We were set up for a runway xx departure with traffic flow; but on taxi out; tower offered runway xy. There was a bit of tailwind so the takeoff data was now full power. We accepted and did all the applicable checklists. The first officer was flying and I believe during or right after my 80 kts. Call; we saw a master caution light. I quickly saw that it was an aft service door. At that point in time I aborted the takeoff. What I did not take into account was the pace of acceleration due to full power and a very light aircraft. By the time I took control of the aircraft and reduced power to idle; the rejected takeoff took effect and we were stopped by probably mid field. It was fairly uneventful and we taxied back to have maintenance check out the aircraft and I spoke with dispatch and the [chief pilot] via telephone. We got all signed off and flew home with no further problems.it really reinforced the mindset of being prepared for any takeoff to be an abort. As for learning; I think a discussion of different scenarios 'around 80kts' could be helpful. This abort turned out ok; but one leg earlier departing with a heavier aircraft could have turned out differently.

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Original NASA ASRS Text

Title: Air carrier Captain reported a service door warning during takeoff roll; resulting in a rejected takeoff.

Narrative: We were departing on the last of 4 legs of [our trip]. We were set up for a Runway XX departure with traffic flow; but on taxi out; Tower offered Runway XY. There was a bit of tailwind so the takeoff data was now full power. We accepted and did all the applicable checklists. The First Officer was flying and I believe during or right after my 80 kts. call; we saw a Master Caution light. I quickly saw that it was an aft service door. At that point in time I aborted the takeoff. What I did not take into account was the pace of acceleration due to full power and a very light aircraft. By the time I took control of the aircraft and reduced power to idle; the RTO took effect and we were stopped by probably mid field. It was fairly uneventful and we taxied back to have Maintenance check out the aircraft and I spoke with Dispatch and the [Chief Pilot] via telephone. We got all signed off and flew home with no further problems.It really reinforced the mindset of being prepared for any takeoff to be an abort. As for learning; I think a discussion of different scenarios 'around 80kts' could be helpful. This abort turned out OK; but one leg earlier departing with a heavier aircraft could have turned out differently.

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.