Narrative:

Shortly after takeoff; I heard a very loud siren type sound coming from the nose of aircraft increasing in pitch as speed increased. At this point; I suspected a door problem. Which one? I could not pinpoint precisely. That noise was not one I had before (communication hatch left open). Because of the risk involving a door departing (possibly damaging the engine) and disturbance of the rvsm critical area; I elected to return to ZZZ. ATC was contacted but an emergency was not declared. I felt safety could be greatly compromised if the situation was not dealt with promptly; but at that time the airplane responded normally. The flight attendants were briefed; company was made aware of the problem. An overweight landing was performed at 70200 pounds with a rate of descent of 100 FPM on runway 25R (over 10000 ft long). Upon return to the gate; maintenance found the gpu hatch had not been closed. The overweight landing and the open hatch were entered in the MEL. Maintenance took care of them. I also; after the event; contacted dispatch in order to obtain a new release. At this point; the dispatcher was upset because I did not contact him directly during the event. He told me since I had changed my destination he had to send me a new release to make sure I had enough fuel to reach the new destination (I was on top of my destination with enough fuel to reach an airport over 1200 mi away). During the event; company operations was contacted. In turn; operations contacted dispatch. Contacting dispatch during high workload via telesis or ACARS takes one pilot with head down; in the area with a TCASII half blue and the rest yellow and red is in my opinion not safe at all.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CRJ700 SHORTLY AFTER TKOF EXPERIENCED A LOUD NOISE FROM THE NOSE OF THE ACFT. RETURNED TO THE FIELD. FOUND GND PWR DOOR OPEN.

Narrative: SHORTLY AFTER TKOF; I HEARD A VERY LOUD SIREN TYPE SOUND COMING FROM THE NOSE OF ACFT INCREASING IN PITCH AS SPD INCREASED. AT THIS POINT; I SUSPECTED A DOOR PROB. WHICH ONE? I COULD NOT PINPOINT PRECISELY. THAT NOISE WAS NOT ONE I HAD BEFORE (COM HATCH LEFT OPEN). BECAUSE OF THE RISK INVOLVING A DOOR DEPARTING (POSSIBLY DAMAGING THE ENG) AND DISTURBANCE OF THE RVSM CRITICAL AREA; I ELECTED TO RETURN TO ZZZ. ATC WAS CONTACTED BUT AN EMER WAS NOT DECLARED. I FELT SAFETY COULD BE GREATLY COMPROMISED IF THE SIT WAS NOT DEALT WITH PROMPTLY; BUT AT THAT TIME THE AIRPLANE RESPONDED NORMALLY. THE FLT ATTENDANTS WERE BRIEFED; COMPANY WAS MADE AWARE OF THE PROB. AN OVERWT LNDG WAS PERFORMED AT 70200 LBS WITH A RATE OF DSCNT OF 100 FPM ON RWY 25R (OVER 10000 FT LONG). UPON RETURN TO THE GATE; MAINT FOUND THE GPU HATCH HAD NOT BEEN CLOSED. THE OVERWT LNDG AND THE OPEN HATCH WERE ENTERED IN THE MEL. MAINT TOOK CARE OF THEM. I ALSO; AFTER THE EVENT; CONTACTED DISPATCH IN ORDER TO OBTAIN A NEW RELEASE. AT THIS POINT; THE DISPATCHER WAS UPSET BECAUSE I DID NOT CONTACT HIM DIRECTLY DURING THE EVENT. HE TOLD ME SINCE I HAD CHANGED MY DEST HE HAD TO SEND ME A NEW RELEASE TO MAKE SURE I HAD ENOUGH FUEL TO REACH THE NEW DEST (I WAS ON TOP OF MY DEST WITH ENOUGH FUEL TO REACH AN ARPT OVER 1200 MI AWAY). DURING THE EVENT; COMPANY OPS WAS CONTACTED. IN TURN; OPS CONTACTED DISPATCH. CONTACTING DISPATCH DURING HIGH WORKLOAD VIA TELESIS OR ACARS TAKES ONE PLT WITH HEAD DOWN; IN THE AREA WITH A TCASII HALF BLUE AND THE REST YELLOW AND RED IS IN MY OPINION NOT SAFE AT ALL.

Data retrieved from NASA's ASRS site as of January 2009 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.