Narrative:

We had been cleared for takeoff on runway 35 in aus, tx. As I applied full power, the copilot door (which had been hard to close in the past) swung open and my jacket was sucked out. I aborted the takeoff and exited the runway, while informing the tower. I was, therefore, cleared to taxi back and allowed to retrieve the jacket. As I approached the spot where the garment was, I shut down the right engine and after applying the parking brake (and testing it under higher power), I exited the aircraft for about 15 seconds and retrieved the jacket. In the meantime, my passenger was still strapped in the furthermost back seat. I restarted the right engine and after being cleared, I continued the takeoff and trip. Later on my duty officer informed me that my failure of shutting down both engines was careless that for that reason I was terminated. Please note that my company operates 13 ltts under far 135 commuter, and I am ATP and type-rated on them, and the one small transport is far 91 for company trips. My reason as PIC to leave 1 engine running in that circumstance was that I was getting erratic voltage responses on the gauges and I did not want to shut both engines down sitting on a runway, to perhaps finding out of not being able to restart them due to a weak or dead battery. I still believe my course of action was the safest under the circumstances.

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Original NASA ASRS Text

Title: SMT ACFT HAS DOOR POP OPEN ON TKOF ROLL. ABORT. STOP ON RWY TO RETRIEVE JACKET SUCKED OUT.

Narrative: WE HAD BEEN CLRED FOR TKOF ON RWY 35 IN AUS, TX. AS I APPLIED FULL PWR, THE COPLT DOOR (WHICH HAD BEEN HARD TO CLOSE IN THE PAST) SWUNG OPEN AND MY JACKET WAS SUCKED OUT. I ABORTED THE TKOF AND EXITED THE RWY, WHILE INFORMING THE TWR. I WAS, THEREFORE, CLRED TO TAXI BACK AND ALLOWED TO RETRIEVE THE JACKET. AS I APCHED THE SPOT WHERE THE GARMENT WAS, I SHUT DOWN THE R ENG AND AFTER APPLYING THE PARKING BRAKE (AND TESTING IT UNDER HIGHER PWR), I EXITED THE ACFT FOR ABOUT 15 SECONDS AND RETRIEVED THE JACKET. IN THE MEANTIME, MY PAX WAS STILL STRAPPED IN THE FURTHERMOST BACK SEAT. I RESTARTED THE R ENG AND AFTER BEING CLRED, I CONTINUED THE TKOF AND TRIP. LATER ON MY DUTY OFFICER INFORMED ME THAT MY FAILURE OF SHUTTING DOWN BOTH ENGS WAS CARELESS THAT FOR THAT REASON I WAS TERMINATED. PLEASE NOTE THAT MY COMPANY OPERATES 13 LTTS UNDER FAR 135 COMMUTER, AND I AM ATP AND TYPE-RATED ON THEM, AND THE ONE SMT IS FAR 91 FOR COMPANY TRIPS. MY REASON AS PIC TO LEAVE 1 ENG RUNNING IN THAT CIRCUMSTANCE WAS THAT I WAS GETTING ERRATIC VOLTAGE RESPONSES ON THE GAUGES AND I DID NOT WANT TO SHUT BOTH ENGS DOWN SITTING ON A RWY, TO PERHAPS FINDING OUT OF NOT BEING ABLE TO RESTART THEM DUE TO A WEAK OR DEAD BATTERY. I STILL BELIEVE MY COURSE OF ACTION WAS THE SAFEST UNDER THE CIRCUMSTANCES.

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.