Those who have read my ramblings for very long might recall that I have been known to surprise a pilot during a biennial flight review by popping open a cabin door during takeoff and just before rotating for liftoff. I don't do it to be mean. It gives me a sense of how the pilot reacts to a startling distraction.
Runway length permitting, he should abort the takeoff, close the door on the ground, and return for departure. Instead, the average pilot is not mentally prepared to abort and continues the takeoff. This is acceptable as long as he can focus on maintaining control of the aircraft and climb to a safe altitude while ignoring the noise. In almost all cases, a door ajar is not critical, but a pilot's reaction to one can be. Although most airplanes fly reasonably well even if a door blows off completely, over-reacting can lead to loss of control. The idea is to fly the airplane as if nothing has happened (which admittedly is easier said than done, especially if the event occurs at night or during an IFR departure). In the meantime, attempt to assure your passengers that an open door does not pose a hazard; they cannot fall out. In most cases, an open door is more bark than bite.
Improper latching is the most common reason for a door to pop open during takeoff. On rare occasions, it is caused by a failed latch. Everything else being equal, curved doors situated above a wing are more susceptible to popping open than flat doors below a wing. (You should be able to figure out why this is so.)
Even though a door ajar usually is not serious, there are several effects that should be anticipated:
- Excess noise creates the sensation of excess airspeed. Do not raise the nose unnecessarily.
- Dust in the cabin might be raised, and small pieces of paper may be sucked out.
- There could be a slight loss of climb performance caused by the added drag.
- There could be some loss of lift from the wing nearest the door, resulting in a slight tendency to roll.
- An open door ahead of the horizontal stabilizer can affect airflow across the tail, which can cause buffeting and a slight tendency for the nose to pitch down.
- Significant rolling and pitching moments can occur on a few aircraft (such as the Piper Aztec). Controllability is improved by increasing airspeed.
- An open door can affect air flowing past a static port and cause somewhat inaccurate altimeter, airspeed, and VSI indications.
Upon reaching a safe altitude, a pilot coping with an open door has two choices: attempt to close the door or return for landing with the door ajar. In some cases, such as when flying a Cessna 152 or 172, the pilot need only open the window on that door, grab the windowsill, and pull the door closed. On other airplanes, closing the door in flight can be difficult or impossible.
If the door cannot be closed easily, here are some suggestions that might help:
- Trim the aircraft in a glide to reduce the effect of airspeed and propwash. Decreasing airflow past the door makes it easier to close.
- Closing a door in an airplane can be like trying to close the door of an airtight automobile. It is done most easily if a cabin window is opened first.
- Grip the door tightly, push it open as far as possible, and then pull it toward the closed position as firmly as possible.
- As a last resort, establish the airplane in a slip toward the open door. The change in direction of the relative wind might help to push the door closed (or prevent it from being "sucked" open).
The pilot should never become so preoccupied with the door that he becomes distracted from his primary chore: maintaining aircraft control.
If the door cannot be closed safely — it is almost impossible to do so on a Cessna 310 — the pilot should land.
Before landing, however, it might be wise to simulate an approach and flare at altitude to determine what nasty control problems, if any, might be anticipated during an actual landing. Also, ask the person seated next to the door to hold it closed as much as possible during the approach and landing, when the angle of attack is increased and controllability is most critical. (Consider landing at a slightly higher-than-normal airspeed to help maintain control, but don't carry a good thing too far.)
Improperly latched baggage doors and cowlings also can open unexpectedly. Unfortunately, these are not accessible during flight and not much can be done except to endure the distraction. The good news is that such a problem — despite the shaking, rattling, and buffeting — is, again, usually more bark than bite. Remain calm, attempt to ignore the problem, and land.
In most cases, unlatched doors can be prevented by attentiveness before departure and by never allowing a passenger to secure any door, no matter how simple the job. And never take latches for granted. Understand how they operate and preflight them as carefully as you would any other component.
Many pilots use the mnemonic CIGAR as a final and coarse takeoff checklist (in addition to the normal checklist). The letters stand for controls, instruments, gasoline, attitude (trim), and runup. It is my practice to use the plural: CIGARS. The S stands for safety and includes checking safety belts, windows, and doors!
Related Articles
