Narrative:

We began our day in ZZZ with a flow delay of approximately 20 minutes. Once airborne we encountered moderate turbulence going into ZZZ1. ZZZ1 to ZZZ2 was our next flight. We flew in moderate turbulence with a 30 kt. Wind from the west; and a bumpy approach to landing. We were delayed for 2+ hours due to flow on the next flight to ZZZ2. The flight was mostly moderate turbulence enroute and on landing in ZZZ2 had LLWS (low-level wind shear) with gains + 15 kts. On final with winds gusting 28+ kts. Our fourth leg was a flight from ZZZ1 to ZZZ2 with only 5 passengers and a light load.I - the first officer (first officer) - was the pilot flying. As we were climbing out of ZZZ1 we encountered continuous moderate turbulence and entered IMC conditions around 3000 - 4000 ft. As we turned on a crosswind departure just past 4000 ft. A master caution fuselage doors light illuminated. We were then given a climb clearance to 6000 ft. We then set the autopilot to level off at 6000 ft. The captain as the pm (pilot monitoring) opened the checklist; [and] we both realized the autopilot was not leveling off. As the captain said '6000 ft. Level off' I disengaged the autopilot and began to level off. Due to the turbulence; it took some time to level off and [to] keep the aircraft from over speeding. We reached around 6400 ft. And then descended to 6000 ft. ATC advised us of the altitude as we were correcting. Once level we continued with the checklist. The checklist concluded that the aircraft was pressurizing correctly indicating the doors were closed even though the aft cargo door was indicating red on the mfd (multi-function flight display). It allowed PIC (pilot in command) discretion to land as soon as practical. We accepted a climb to 12000 ft. And continued east trying to get out of the continuous moderate turbulence and reduce our work load. The captain called dispatch at that time. After discussing our options we concluded that we should continue to ZZZ3 runway; rather than return to ZZZ1 in a strong headwind; continuous moderate turbulence and LLWS reported on final with winds gusting to 30+ kts. The captain informed the flight attendants of the situation; and kept them in the loop. Once on the ground in ZZZ3 it was found that the cargo handle on the aft cargo door had popped out.in such a dynamic environment as ZZZ1; especially when being stepped up in IMC conditions while trying to run an emergency checklist; pushing 'altitude' would have been a better way to level off immediately and control the altitude assigned.

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Original NASA ASRS Text

Title: DH8-400 flight crew reported receiving a Master Caution fuselage doors light warning in flight.

Narrative: We began our day in ZZZ with a flow delay of approximately 20 minutes. Once airborne we encountered moderate turbulence going into ZZZ1. ZZZ1 to ZZZ2 was our next flight. We flew in moderate turbulence with a 30 kt. wind from the west; and a bumpy approach to landing. We were delayed for 2+ hours due to flow on the next flight to ZZZ2. The flight was mostly moderate turbulence enroute and on landing in ZZZ2 had LLWS (Low-Level Wind Shear) with gains + 15 kts. on final with winds gusting 28+ kts. Our fourth leg was a flight from ZZZ1 to ZZZ2 with only 5 passengers and a light load.I - the FO (First Officer) - was the Pilot Flying. As we were climbing out of ZZZ1 we encountered continuous moderate turbulence and entered IMC conditions around 3000 - 4000 ft. As we turned on a crosswind departure just past 4000 ft. a Master Caution fuselage doors light illuminated. We were then given a climb clearance to 6000 ft. We then set the autopilot to level off at 6000 ft. The Captain as the PM (Pilot Monitoring) opened the checklist; [and] we both realized the autopilot was not leveling off. As the Captain said '6000 ft. level off' I disengaged the autopilot and began to level off. Due to the turbulence; it took some time to level off and [to] keep the aircraft from over speeding. We reached around 6400 ft. and then descended to 6000 ft. ATC advised us of the altitude as we were correcting. Once level we continued with the checklist. The checklist concluded that the aircraft was pressurizing correctly indicating the doors were closed even though the aft cargo door was indicating red on the MFD (Multi-function Flight Display). It allowed PIC (Pilot in Command) discretion to land as soon as practical. We accepted a climb to 12000 ft. and continued east trying to get out of the continuous moderate turbulence and reduce our work load. The Captain called Dispatch at that time. After discussing our options we concluded that we should continue to ZZZ3 runway; rather than return to ZZZ1 in a strong headwind; continuous moderate turbulence and LLWS reported on final with winds gusting to 30+ kts. The Captain informed the flight attendants of the situation; and kept them in the loop. Once on the ground in ZZZ3 it was found that the cargo handle on the aft cargo door had popped out.In such a dynamic environment as ZZZ1; especially when being stepped up in IMC conditions while trying to run an emergency checklist; pushing 'ALT' would have been a better way to level off immediately and control the altitude assigned.

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.