Narrative:

Our pushback, engine starts and taxi to runway 34R were uneventful. We held short of the runway on taxiway a and completed the 'before takeoff' checklist. When cleared for takeoff, I taxied onto the runway, lined the aircraft on centerline, and gave the aircraft to the first officer PF. Wind was 350 degrees at 20 KTS gusting to 27 KTS. The first officer called 'set maximum power,' which I did. As we accelerated down the runway, I heard an increasing loud roaring noise coming from the right side of the cockpit. Passing 100 KTS, I looked over to the first officer's side and saw his canopy lock handle in the straight-up position, the unlocked position. I called out to the first officer that his canopy was unlocked. He put his right hand on the handle and tried to push it forward to lock it, without success. I could not tell if the canopy was open or not, but the wind noise was becoming extremely loud. I noted our airspeed at 120 KTS, called out 'I have the aircraft, reject,' pulled throttles to idle, went to reverse thrust and commenced braking V1 speed was 141 KTS. The aircraft slowed easily to taxi speed due to the high headwind and upslope of the runway. I could have easily turned off runway at taxiway G but elected to continue to taxiway H. I stopped aircraft on taxiway a after turning off at taxiway H. Tower noted no smoke from brakes/tires. Company maintenance arrived and checked brakes and tires. We determined from the reject charts that 135 mins would be required for brake cooling. The so (flight engineer) said he saw 130-135 KTS before aircraft started to slow up, but I never saw a speed above 120 KTS. The canopy lock handles are checked 'closed and locked' in the 'after engine start' checklist after engines are started. Supplemental information from acn 542167: first officer's window lock handle was found to be out of the full forward locked/latched position. Red stripes were aligned and there was no notable opening in the first officer's window.

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Original NASA ASRS Text

Title: REJECTED TKOF PERFORMED BY PIC WHEN CREW REALIZES FO'S SLIDING WINDOW IS UNLOCKED DURING DEP FROM AFW, TX.

Narrative: OUR PUSHBACK, ENG STARTS AND TAXI TO RWY 34R WERE UNEVENTFUL. WE HELD SHORT OF THE RWY ON TXWY A AND COMPLETED THE 'BEFORE TKOF' CHKLIST. WHEN CLRED FOR TKOF, I TAXIED ONTO THE RWY, LINED THE ACFT ON CTRLINE, AND GAVE THE ACFT TO THE FO PF. WIND WAS 350 DEGS AT 20 KTS GUSTING TO 27 KTS. THE FO CALLED 'SET MAX PWR,' WHICH I DID. AS WE ACCELERATED DOWN THE RWY, I HEARD AN INCREASING LOUD ROARING NOISE COMING FROM THE R SIDE OF THE COCKPIT. PASSING 100 KTS, I LOOKED OVER TO THE FO'S SIDE AND SAW HIS CANOPY LOCK HANDLE IN THE STRAIGHT-UP POS, THE UNLOCKED POS. I CALLED OUT TO THE FO THAT HIS CANOPY WAS UNLOCKED. HE PUT HIS R HAND ON THE HANDLE AND TRIED TO PUSH IT FORWARD TO LOCK IT, WITHOUT SUCCESS. I COULD NOT TELL IF THE CANOPY WAS OPEN OR NOT, BUT THE WIND NOISE WAS BECOMING EXTREMELY LOUD. I NOTED OUR AIRSPD AT 120 KTS, CALLED OUT 'I HAVE THE ACFT, REJECT,' PULLED THROTTLES TO IDLE, WENT TO REVERSE THRUST AND COMMENCED BRAKING V1 SPD WAS 141 KTS. THE ACFT SLOWED EASILY TO TAXI SPD DUE TO THE HIGH HEADWIND AND UPSLOPE OF THE RWY. I COULD HAVE EASILY TURNED OFF RWY AT TXWY G BUT ELECTED TO CONTINUE TO TXWY H. I STOPPED ACFT ON TXWY A AFTER TURNING OFF AT TXWY H. TWR NOTED NO SMOKE FROM BRAKES/TIRES. COMPANY MAINT ARRIVED AND CHKED BRAKES AND TIRES. WE DETERMINED FROM THE REJECT CHARTS THAT 135 MINS WOULD BE REQUIRED FOR BRAKE COOLING. THE SO (FE) SAID HE SAW 130-135 KTS BEFORE ACFT STARTED TO SLOW UP, BUT I NEVER SAW A SPD ABOVE 120 KTS. THE CANOPY LOCK HANDLES ARE CHKED 'CLOSED AND LOCKED' IN THE 'AFTER ENG START' CHKLIST AFTER ENGS ARE STARTED. SUPPLEMENTAL INFO FROM ACN 542167: FO'S WINDOW LOCK HANDLE WAS FOUND TO BE OUT OF THE FULL FORWARD LOCKED/LATCHED POS. RED STRIPES WERE ALIGNED AND THERE WAS NO NOTABLE OPENING IN THE FO'S WINDOW.

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.