Narrative:

On takeoff roll; 5 KTS before V1/vr; master warning illuminated along with fuselage doors. Captain called master warning; abort; my airplane. First officer responded according to standards/procedures. We informed ATC of the reason we aborted takeoff; taxied clear of the runway; and ran appropriate checklists. We taxied back to the gate and shut down. Ramp informed us the handle on the aft baggage door had popped open. Door was opened; then resealed; and the handle was checked to make sure it was flush with the aircraft. We contacted dispatch; informed them of the reason we returned to the gate; asked if we were good to go or if we missed any procedures we should have done. I overheard them on the phone check with someone (I assumed maintenance) and they said we were good to go. We got re-released and departed. During cruise we were contacted by maintenance control to inform us of an inspection required on the aircraft because of the rejected takeoff. Upon arrival maintenance seemed confused about whether the inspection should have happened before our departure; hence the nature of this report. The flight crew followed the flight operations manual procedures to contact dispatch for rejected takeoffs over 60 KTS. No advice was given nor was in print; if inspection was needed before departure after a high speed rejected takeoff. Duty officer also seemed unaware of what was the proper direction. Aircraft weight was 48K lbs with 10 passengers. After going into flight disc I actually had to add power to get off the runway because the airplane was so light; brakes were not needed.

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Original NASA ASRS Text

Title: Q400 Captain reports rejecting takeoff for a door warning light 5 KTS below V1/VR. After returning to the gate and properly latching the baggage door the flight departs. Enroute the reporter is informed that a required maintenance inspection for the rejected takeoff was not accomplished.

Narrative: On takeoff roll; 5 KTS before V1/Vr; master warning illuminated along with fuselage doors. Captain called master warning; abort; my airplane. First Officer responded according to standards/procedures. We informed ATC of the reason we aborted takeoff; taxied clear of the runway; and ran appropriate checklists. We taxied back to the gate and shut down. Ramp informed us the handle on the aft baggage door had popped open. Door was opened; then resealed; and the handle was checked to make sure it was flush with the aircraft. We contacted Dispatch; informed them of the reason we returned to the gate; asked if we were good to go or if we missed any procedures we should have done. I overheard them on the phone check with someone (I assumed Maintenance) and they said we were good to go. We got re-released and departed. During cruise we were contacted by Maintenance Control to inform us of an inspection required on the aircraft because of the rejected takeoff. Upon arrival Maintenance seemed confused about whether the inspection should have happened before our departure; hence the nature of this report. The flight crew followed the Flight Operations Manual procedures to contact Dispatch for rejected takeoffs over 60 KTS. No advice was given nor was in print; if inspection was needed before departure after a high speed rejected takeoff. Duty Officer also seemed unaware of what was the proper direction. Aircraft weight was 48K Lbs with 10 passengers. After going into flight DISC I actually had to add power to get off the runway because the airplane was so light; brakes were not needed.

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.