Narrative:

Upon brake release for takeoff from runway 30; the pilots dv (direct view) window opened. The takeoff was immediately aborted. Maximum speed reached was approximately 40 KTS. After advising the control tower of our abort; we were instructed to turn right on to reverse high-speed taxiway Q4. We were then told to turn right on to taxiway Q and hold short of the runway approach area boundary for runway 1C. I requested clearance to proceed to the holding block adjacent to Y11 where we investigated the window problem. The request was granted. We then taxied to the FBO to take necessary actions needed to ensure the window was closed properly. The investigation revealed that since the sic pilot flying was not highly experienced in this aircraft -- even though the handle was in the closed and locked position; he failed to maneuver the window such that when handle was positioned to 'closed;' the latches were not properly engaged. Consequently; the window opened when it became subject to takeoff thrust inertia. To prevent this problem from reoccurring; we have established the policy of physically tugging on the handle to ensure it is closed properly. Supplemental information from acn 822179: after advising the control tower of our abort due to a dv window problem; we were instructed to turn right on to reverse high-speed taxiway Q4. We were then told to turn right on to taxiway Q and hold short of the runway approach area boundary for runway 1C. We were then told to continue on Q; hold short of taxiway Z and contact ground control on frequency. I understood and read back. The controller did not catch the misunderstanding so I attempted for the next 20 seconds to contact ground control. At that point I recognized the error; referred to the chart for the correct frequency and contacted ground control on the correct frequency. That took approximately an additional 10 seconds; making a total communication gap of approximately 30 seconds. When I called ground control; we were instructed to turn left on taxiway Z. Ground control then told us they had already commanded a go around for traffic that was on final for runway 1C. At that point I requested clearance to proceed to the holding block adjacent to taxiway Y11 where we investigated the window problem. The request was granted. The communication gap factor was compounded due to the location of the hold short instruction (short of taxiway Z). Runway 30 and its parallel taxiway Q; is tangent to and extends underneath the approach end of runway 1C. The problem is; it appears that our assigned holding point was in the runway approach area boundary of runway 1C. Consequently; the tower instructed a go around for the aircraft that was on final for runway 1C. I see four links in the problem that caused the tower controller to command a go around for the traffic on final to runway 1C. 1) the location of our assigned holding point on taxiway Q. 2) the controller should not have given us a frequency change while we were assigned to hold in an active runway approach area boundary. 3) the controller did not notice my readback. 4) my failure to understand the correct assigned ground control frequency.

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Original NASA ASRS Text

Title: DA20 Captain reports rejected takeoff for sliding window opening on the roll. During taxi back on taxiway Q a communication lapse with Ground causes Tower to order a go around to traffic landing Runway 1C.

Narrative: Upon brake release for takeoff from Runway 30; the pilots DV (Direct View) window opened. The takeoff was immediately aborted. Maximum speed reached was approximately 40 KTS. After advising the Control Tower of our abort; we were instructed to turn right on to reverse high-speed taxiway Q4. We were then told to turn right on to Taxiway Q and hold short of the runway approach area boundary for Runway 1C. I requested clearance to proceed to the holding block adjacent to Y11 where we investigated the window problem. The request was granted. We then taxied to the FBO to take necessary actions needed to ensure the window was closed properly. The investigation revealed that since the SIC Pilot Flying was not highly experienced in this aircraft -- even though the handle was in the closed and locked position; he failed to maneuver the window such that when handle was positioned to 'closed;' the latches were not properly engaged. Consequently; the window opened when it became subject to takeoff thrust inertia. To prevent this problem from reoccurring; we have established the policy of physically tugging on the handle to ensure it is closed properly. Supplemental information from ACN 822179: After advising the Control Tower of our abort due to a DV window problem; we were instructed to turn right on to reverse high-speed Taxiway Q4. We were then told to turn right on to taxiway Q and hold short of the runway approach area boundary for Runway 1C. We were then told to continue on Q; hold short of Taxiway Z and contact Ground Control on frequency. I understood and read back. The Controller did not catch the misunderstanding so I attempted for the next 20 seconds to contact Ground Control. At that point I recognized the error; referred to the chart for the correct frequency and contacted Ground Control on the correct frequency. That took approximately an additional 10 seconds; making a total communication gap of approximately 30 seconds. When I called Ground Control; we were instructed to turn left on Taxiway Z. Ground Control then told us they had already commanded a go around for traffic that was on final for Runway 1C. At that point I requested clearance to proceed to the holding block adjacent to Taxiway Y11 where we investigated the window problem. The request was granted. The communication gap factor was compounded due to the location of the hold short instruction (short of Taxiway Z). Runway 30 and its parallel Taxiway Q; is tangent to and extends underneath the approach end of Runway 1C. The problem is; it appears that our assigned holding point was in the runway approach area boundary of Runway 1C. Consequently; the Tower instructed a go around for the aircraft that was on final for Runway 1C. I see four links in the problem that caused the Tower Controller to command a go around for the traffic on final to runway 1C. 1) The location of our assigned holding point on Taxiway Q. 2) The Controller should not have given us a frequency change while we were assigned to hold in an active runway approach area boundary. 3) The Controller did not notice my readback. 4) My failure to understand the correct assigned Ground Control frequency.

Data retrieved from NASA's ASRS site as of April 2012 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.