point where attention is focused on the open door rather than maintaining control of the airplane, loss of control may result even though disruption of airflow by the door is minimal. 

In the event of an inadvertent door opening in flight or on takeoff, the pilot should adhere to the following. 

• Concentrate on flying the airplane. Particularly in light single and twin-engine airplanes; a cabin door that opens in flight seldom if ever compromises the airplane’s ability to fly. There may be some handling effects, such as roll and/or yaw, but in most instances these can be easily overcome. 

• If the door opens after lift-off, do not rush to land. Climb to normal traffic pattern altitude, fly a normal traffic pattern, and make a normal landing. 

• Do not release the seat belt and shoulder harness in an attempt to reach the door. Leave the door alone. Land as soon as practicable, and close the door once safely on the ground. 

• Remember that most doors do not stay wide open. They usually bang open and then settle partly closed. A slip towards the door may cause it to open wider; a slip away from the door may push it closed. 

• Do not panic. Try to ignore the unfamiliar noise and vibration. Also, do not rush. Attempting to get the airplane on the ground as quickly as possible may result in steep turns at low altitude. 

• Complete all items on the landing checklist. 

• Remember that accidents are almost never caused by an open door. Rather, an open door accident is caused by the pilot’s distraction or failure to maintain control of the airplane. 

## Inadvertent VFR Flight Into IMC 

It is beyond the scope of this handbook to incorporate a course of training in basic attitude instrument flying. This information is contained in FAA-H-8083-15, Instrument Flying Handbook. Certain pilot certificates and/or associated ratings require training in instrument flying and a demonstration of specific instrument flying tasks on the practical test. 

Pilots and flight instructors should refer to FAA-H-8083-15 for guidance in the performance of these tasks and to the appropriate practical test standards (PTS) for information on the standards to which these required tasks must be performed for the particular certificate level and/or rating. The pilot should remember, however, that unless these tasks are practiced on a continuing and regular basis, skill erosion begins almost immediately. In a very short time, the pilot’s assumed level of confidence is much higher than the performance he or she is actually able to demonstrate should the need arise. 

Accident statistics show that the pilot who has not been trained in attitude instrument flying, or one whose instrument skills have eroded, lose control of the airplane in about 10 minutes once forced to rely solely on instrument reference. The purpose of this section is to provide guidance on practical emergency measures to maintain airplane control for a limited period of time in the event a VFR pilot encounters instrument meteorological conditions (IMC). The main goal is not precision instrument flying; rather, it is to help the VFR pilot keep the airplane under adequate control until suitable visual references are regained. 

The first steps necessary for surviving an encounter with IMC by a VFR pilot are as follows: 

• Recognition and acceptance of the seriousness of the situation and the need for immediate remedial action 

• Maintaining control of the airplane 

• Obtaining the appropriate assistance in getting the airplane safely on the ground 

## Recognition 

A VFR pilot is in IMC conditions anytime he or she is unable to maintain airplane attitude control by reference to the natural horizon regardless of the circumstances or the prevailing weather conditions. Additionally, the VFR pilot is, in effect, in IMC anytime he or she is inadvertently or intentionally for an indeterminate period of time unable to navigate or establish geographical position by visual reference to landmarks on the surface. These situations must be accepted by the pilot involved as a genuine emergency requiring appropriate action. 

The pilot must understand that unless he or she is trained, qualified, and current in the control of an airplane solely by reference to flight instruments, he or she is unable to do so for any length of time. Many hours of VFR flying using the attitude indicator as a reference for airplane control may lull a pilot into a false sense of security based on an overestimation of his or her personal ability to control the airplane solely by instrument reference. In VFR conditions, even though the pilot thinks he or she is controlling the airplane by instrument reference, the pilot also receives an overview of the natural horizon and may subconsciously rely on it more than the attitude indicator. If the natural horizon were to suddenly disappear, the untrained instrument pilot would be subject to vertigo, spatial disorientation, and inevitable control loss. 

## Maintaining Airplane Control 

Once the pilot recognizes and accepts the situation, he or she must understand that the only way to control the airplane safely is by using and trusting the flight instruments. Attempts to control the airplane partially by reference to flight 

