Narrative:

Aborted takeoff. I was the PF. During the takeoff roll, a few moments after '80 KTS, throttle hold' call the r-hand window popped open. The captain said something to the effect 'your window isn't closed' while I grabbed the lock handle with my right hand and attempted to lock the window. I was unable to secure the window with one hand and called captain 'you have the controls.' with both hands I was still not able to secure the window. The captain initiated the abort and stopped the aircraft in a controled, nonviolent manner, easily making the last turnoff on runway 25R. While I called the tower and then ground the relief pilot was referring to the brake cooling chart, determining that the maximum indicated speed was 120 KTS, weight approximately 387000 pounds, outside air temperature 80 degrees F, the chart range for caution, well below the danger range. We taxied to stand where ground personnel had stairs ready and immediately put the stairs up to the main entrance door. After we stopped maintenance personnel got out of their vehicle immediately in front of the aircraft, briefly spoke with the ground guide then proceeded to plug in his headset to the aircraft and inform us that there was fire on our left main wheel truck. The captain immediately decided to evacuate the aircraft, using the stairs while I contacted ground control to request crash fire rescue equipment. While I cannot say exactly how many mins it was before crash fire rescue equipment arrived, it seemed to be a rather lengthy time period, especially since I informed ground that we had a fire and we were evacing the aircraft. The relief pilot exited the cockpit to help with the evacuate/evacuation, but I remained to communicate with ground control. All checklists were completed before exiting the aircraft. Up until this event all normal procedures and checklists were completed. When I checked 'windows' in the 'before starting engines' checklist the lock lever was in the locked position, 'closed' was showing in the indicator on top of both windows. It was later determined that the inbound crew had opened the r-hand window during taxi in. We later went on the aircraft and were able to put the lock lever in the lock position, with 'closed' showing in the window, and the over center arm on the trailing edge of the window, not in the fully locked position. The first indication of any problem with the window was a sudden noise, well into the takeoff roll. Supplemental information from acn 583425: when the mechanic called on the ground intercom, he stated that there was a small fire on the left main gear. I decided to evacuate/evacuation the aircraft.

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Original NASA ASRS Text

Title: B767-300 CREW HAD THE FO'S SLIDING WINDOW COME OPEN ON TKOF ROLL.

Narrative: ABORTED TKOF. I WAS THE PF. DURING THE TKOF ROLL, A FEW MOMENTS AFTER '80 KTS, THROTTLE HOLD' CALL THE R-HAND WINDOW POPPED OPEN. THE CAPT SAID SOMETHING TO THE EFFECT 'YOUR WINDOW ISN'T CLOSED' WHILE I GRABBED THE LOCK HANDLE WITH MY R HAND AND ATTEMPTED TO LOCK THE WINDOW. I WAS UNABLE TO SECURE THE WINDOW WITH ONE HAND AND CALLED CAPT 'YOU HAVE THE CTLS.' WITH BOTH HANDS I WAS STILL NOT ABLE TO SECURE THE WINDOW. THE CAPT INITIATED THE ABORT AND STOPPED THE ACFT IN A CTLED, NONVIOLENT MANNER, EASILY MAKING THE LAST TURNOFF ON RWY 25R. WHILE I CALLED THE TWR AND THEN GND THE RELIEF PLT WAS REFERRING TO THE BRAKE COOLING CHART, DETERMINING THAT THE MAX INDICATED SPD WAS 120 KTS, WT APPROX 387000 LBS, OUTSIDE AIR TEMP 80 DEGS F, THE CHART RANGE FOR CAUTION, WELL BELOW THE DANGER RANGE. WE TAXIED TO STAND WHERE GND PERSONNEL HAD STAIRS READY AND IMMEDIATELY PUT THE STAIRS UP TO THE MAIN ENTRANCE DOOR. AFTER WE STOPPED MAINT PERSONNEL GOT OUT OF THEIR VEHICLE IMMEDIATELY IN FRONT OF THE ACFT, BRIEFLY SPOKE WITH THE GND GUIDE THEN PROCEEDED TO PLUG IN HIS HEADSET TO THE ACFT AND INFORM US THAT THERE WAS FIRE ON OUR L MAIN WHEEL TRUCK. THE CAPT IMMEDIATELY DECIDED TO EVACUATE THE ACFT, USING THE STAIRS WHILE I CONTACTED GND CTL TO REQUEST CFR. WHILE I CANNOT SAY EXACTLY HOW MANY MINS IT WAS BEFORE CFR ARRIVED, IT SEEMED TO BE A RATHER LENGTHY TIME PERIOD, ESPECIALLY SINCE I INFORMED GND THAT WE HAD A FIRE AND WE WERE EVACING THE ACFT. THE RELIEF PLT EXITED THE COCKPIT TO HELP WITH THE EVAC, BUT I REMAINED TO COMMUNICATE WITH GND CTL. ALL CHKLISTS WERE COMPLETED BEFORE EXITING THE ACFT. UP UNTIL THIS EVENT ALL NORMAL PROCS AND CHKLISTS WERE COMPLETED. WHEN I CHKED 'WINDOWS' IN THE 'BEFORE STARTING ENGS' CHKLIST THE LOCK LEVER WAS IN THE LOCKED POS, 'CLOSED' WAS SHOWING IN THE INDICATOR ON TOP OF BOTH WINDOWS. IT WAS LATER DETERMINED THAT THE INBOUND CREW HAD OPENED THE R-HAND WINDOW DURING TAXI IN. WE LATER WENT ON THE ACFT AND WERE ABLE TO PUT THE LOCK LEVER IN THE LOCK POS, WITH 'CLOSED' SHOWING IN THE WINDOW, AND THE OVER CTR ARM ON THE TRAILING EDGE OF THE WINDOW, NOT IN THE FULLY LOCKED POS. THE FIRST INDICATION OF ANY PROB WITH THE WINDOW WAS A SUDDEN NOISE, WELL INTO THE TKOF ROLL. SUPPLEMENTAL INFO FROM ACN 583425: WHEN THE MECH CALLED ON THE GND INTERCOM, HE STATED THAT THERE WAS A SMALL FIRE ON THE L MAIN GEAR. I DECIDED TO EVAC THE ACFT.

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.