Narrative:

Aircraft overnighted for maintenance in lga and was at the gate when the captain arrived approximately 50 minutes prior to scheduled departure. The captain inspected the flight deck and aircraft paperwork and most items appeared normal. However; there were some buttons and switches left in nonstandard configuration. The APU was on; however even with the frigid temperatures outside; both packs were selected off and the hydraulic pump switches were in the on position. The captain did the exterior preflight inspection and briefed the flight attendants. The first officer prepared the FMS as well as the flight and navigation instruments. Pushed back on time and taxied for departure. The flight was given instruction to line up and wait and while in position the captain gave the aircraft controls to the first officer. Upon clearance for takeoff; the first officer initiated takeoff thrust. About 2-3 seconds later and at approximately 45 KIAS the flight deck emergency escape hatch opened and hung down from the hinges. The captain took control of the aircraft and called for an abort. The first officer quickly informed the tower controller of the abort. The controller asked if we could continue through the intersection of runway xx and xy for arriving traffic. The captain determined it was feasible and the aircraft went through the intersection and exited at taxiway xx and stopped on taxiway xy facing east and set the brake. The captain made an announcement to the customers and spoke to the flight attendant's (flight attendants). The appropriate rejected takeoff (rejected takeoff) checklist and after landing checklist were then completed when the captain finished. The captain and first officer then secured the hatch to keep it from falling on the crew or pedestal. The captain then informed the dispatcher on the phone of the situation. The captain was informed that the plane needed to return to the gate. The aircraft then taxied to the parking spot. A discrepancy was entered into the aircraft logbook. The maintenance technician re-secured the door and inspected it. Soon after a corrective action was entered the log. The captain queried the technician if all was good. An affirmative response was received. The captain then sent an ACARS message to the dispatcher noting that there was enough fuel over the minimum that additional was not necessary. Being concerned that there might need a revision or some other change the captain queried dispatch through ACARS if anything else was needed. A negative response was received. Flight pushed out of the gate and taxied to runway xx. As the aircraft crossed runway xy; an ACARS message was received to not push back. Being near the departure runway; the aircraft was stopped and a call to the dispatcher was placed. The captain then was transferred to the maintenance controller and was informed that a rejected takeoff inspection was required and had not been completed and was told to return to the gate. The customers and flight attendant's were alerted to the situation and the aircraft returned to the spot.maintenance performed the inspection. The captain determined that due to the deteriorating weather at the destination; the fuel would need to be replenished. Operations was notified. Also; at this time some customers decided they did not want to continue. A bus was called. The fuel and deplaning process took approximately 30 minutes. A revision 1 was also necessary and was provided by the dispatcher. After insuring all was good; the flight pushed back and departed. The hatch was not entirely closed and secure.

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Original NASA ASRS Text

Title: CRJ Captain reported that during takeoff the flight deck emergency escape hatch opened and the takeoff was aborted; which resulted in maintenance inspection and flight delay.

Narrative: Aircraft overnighted for maintenance in LGA and was at the gate when the Captain arrived approximately 50 minutes prior to scheduled departure. The Captain inspected the flight deck and aircraft paperwork and most items appeared normal. However; there were some buttons and switches left in nonstandard configuration. The APU was on; however even with the frigid temperatures outside; both packs were selected off and the hydraulic pump switches were in the ON position. The Captain did the exterior preflight inspection and briefed the flight attendants. The First Officer prepared the FMS as well as the flight and navigation instruments. Pushed back on time and taxied for departure. The flight was given instruction to line up and wait and while in position the Captain gave the aircraft controls to the First Officer. Upon clearance for takeoff; the First Officer initiated takeoff thrust. About 2-3 seconds later and at approximately 45 KIAS the flight deck emergency escape hatch opened and hung down from the hinges. The Captain took control of the aircraft and called for an abort. The First Officer quickly informed the Tower Controller of the abort. The Controller asked if we could continue through the intersection of Runway XX and XY for arriving traffic. The Captain determined it was feasible and the aircraft went through the intersection and exited at Taxiway XX and stopped on Taxiway XY facing east and set the brake. The Captain made an announcement to the customers and spoke to the FA's (flight attendants). The appropriate RTO (Rejected Takeoff) checklist and after landing checklist were then completed when the Captain finished. The Captain and First Officer then secured the hatch to keep it from falling on the crew or pedestal. The Captain then informed the Dispatcher on the phone of the situation. The Captain was informed that the plane needed to return to the gate. The aircraft then taxied to the parking spot. A discrepancy was entered into the aircraft logbook. The Maintenance Technician re-secured the door and inspected it. Soon after a corrective action was entered the log. The Captain queried the Technician if all was good. An affirmative response was received. The Captain then sent an ACARS message to the Dispatcher noting that there was enough fuel over the minimum that additional was not necessary. Being concerned that there might need a revision or some other change the Captain queried Dispatch through ACARS if anything else was needed. A negative response was received. Flight pushed out of the gate and taxied to Runway XX. As the aircraft crossed Runway XY; an ACARS message was received to not push back. Being near the departure runway; the aircraft was stopped and a call to the Dispatcher was placed. The Captain then was transferred to the Maintenance Controller and was informed that a Rejected Takeoff Inspection was required and had not been completed and was told to return to the gate. The customers and FA's were alerted to the situation and the aircraft returned to the spot.Maintenance performed the inspection. The Captain determined that due to the deteriorating weather at the destination; the fuel would need to be replenished. Operations was notified. Also; at this time some customers decided they did not want to continue. A bus was called. The fuel and deplaning process took approximately 30 minutes. A revision 1 was also necessary and was provided by the Dispatcher. After insuring all was good; the flight pushed back and departed. The hatch was not entirely closed and secure.

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.